SUPERVISORS TRAINING CENTRE

NORTH CENTRAL RAILWAY

JHANSI

HAND BOOK FOR SUPERVISORS OF

CARRIAGE AND WAGON STREAM

Revised Edition 2019

 SUPERVISORS TRAINING CENTRE,
NORTH CENTRAL RAILWAY,
JHANSI

Chronological Establishment of STC, Jhansi

 PREFACE

Principal
Supervisors Training Centre
Jhansi
Date: 10.04.2019

Railway is the largest and safest mode of transportation in India and rolling stock is
the most vital asset in Railway system. To improve the reliability of rolling stock, it is
essential that C&W supervisors must be kept updated in respect to latest technology and
knowledge.
This Centre imparts training to the Mechanical Supervisors of NCR, CR and WCR.
Since regular upgradation in technology of rolling stock is taking place, such as
introduction of high speed LHB coaches with FIAT bogie, H-Type coupler, WSP system in
braking arrangement etc, Centre has to come up to upgrade the knowledge of every
individual in the field of carriage and wagon.
This revised edition of ‘C&W Handbook’ of this centre is including additional topics
such as LHB coaches with FIAT bogie, H-Type coupler, WSP system in braking arrangement,
WILD, Marshlling, IRCA organization etc.
I express my sincere thanks to CME/NCR Shri. D. K. Nayak, for his inspiration &
direction who guided us in revision of C&W handbook. I also express my sincere thanks to
CWE/NCR Shri Suraj Prakash, CRSE/NCR Shri Sudhanshu Panwar and CWM/JHS Shri R. D.
Maurya for their valuable guidance. I compliment Shri D. N. Verma, Chief Instructor and
Shri S. B. Singh, Senior Instructor who devoted his passion for revising the material of C&W
handbook. I also compliment to Shri Abhishek Shrivastava, Senior Instructor who has
played vital role for publishing this hand book.
Content of this book has been revised with the references of RDSO and IR CAMTECH.
This book should not be quoted for any technical/legal references.
I shall be further obliged in getting valuable advice/suggestions so that corrective
action may be taken.

Karunesh Srivastava
 INDEX COACHING STOCK
Sr. No. CONTENT PAGE
1. Introduction of C & W 1
2. ICF Bogie 2-10
3. ICF Coach Shell 11-12
4. Wheel Upgradation 12-19
5. Bearing(Spherical roller) 19-20
6. Draw and Buffing gear 20-22
7. Classification of Coach Maintenance Depots 22-24
8. Maintenance Schedules 24-33
9. Corrosion 33-37
10. Standard Facilities for 24 Coaches rake 37-38
11. N.M.G. Coaches 38
12. Examinations of Trains 39-43
13. Safety & Amenities Fittings 43-44
14. Brake Power Certificate 44-48
15. Indo – German Modification 49-50
16. Riding Index 51-52
17. L.H.B. Coach 53-62
18. Fiat Bogie 62-68
19. Hybrid Coach 68-78
20. Vacuum Bio Toilet 79-82
21. Biodegradable Waste System 83-88
22. H – Type Coupler 88-91
23. Air Brake System 91-103
24. Bogie Mounted Air Brake System 103-111
25. Air Brake Testing 111-118
26. Brake Binding Upgradation 118-132
27. Air Brake Trouble Shooting 133-136
28. CTS, OBHS and Mechanized Cleaning 136-144
29. Fire 144-150
30. Engine Testing 150
31. Infrastructure for Yard 151-152
 INDEX FREIGHT STOCK
Sl. No. Topic Page
32. Introduction 153-154
33. BOX N Wagon 154-158
34. CASNUB Bogie 158-162
35. CTRB 163-165
36. CBC 166-168
37. Train Parting 169-172
38. ROH of BOX N 172-176
39. BMBS in CASNUB HS 176-178
40. Composite Brake Block 179
41. Tank Wagon 179-183
42. Corrosion in Wagons 183-184
43 ODC 184-187
44. BLC 187-193
45. Up gradation 194-195
46. New Design Wagon 196-201
47. Freight Train Examination 202-216
48. New Wagon Numbering System 217
49. Accident 218-220
50. Derailment 220-228
51. ART/ ARME 228-231
52. IRCA 231-233
53. Marshaling 233-234
54. WILD (Wheel Impact Load Detector) 235-238
55. WSP 238-243
56. APPENDIX – I 244
APPENDIX – II 245-247
APPENDIX - III 248-249
INTRODUCTION OF CARRIAGE & WAGON
Role of C&W in Railways
A. Related with Open Line working :-
i) To ensure and co-operate in safer running of rolling stock.
ii) To attend required schedule maintenance& running repairs of rolling Stock till the
stock are again due for P.O.H.
iii) To assist in time running of trains to maintain the punctuality.
B. Related with Work -Shop working :-
i) To attend Periodical Overhauling of Rolling Stocks.
ii) To adopt required modifications.
iii) To maintain proper records of all the rolling stock running in Indian Railways.
Classification Of Rolling Stock
Rolling Stock: - It is a term for the stocks of coaching, freight (Goods)& Locomotive.
Coaching Stock: - All coaching vehicles including self-propelled units such as rail cars,
electrical multiple units (luggage& brake van) fit to run with coaching stock are known as
coaching stock.
Goods Stock: - All goods stock other than coaching stock whether attached to passenger or
goods train is known as goods stock.
Coaching Stock (Vehicle):- It is a term used only for coaching stock. There are two types of
Coaching Stock
1) Passenger coaching vehicle (PCV): - A vehicle in which whole or partial portion is being
utilized for carrying passengers.
2) Other coaching vehicle (OCV): - It comprises salons, inspection cars, medical cars, tourist
cars, parcels & horse van, composite luggage Power Cars, Pantry Cars& brake van.
Types Of Coaches
1) ICF: - Integral Coach Factory. (Perambur, Chennai)& Rail Coach Factory, Kapurthala
(Punjab)
2) LHB COACHES: LHB body with FIAT bogie (Linke Holfmann Busch – German):-
Maximum Permissible Speed 160 kmph
3) Hybrid Coach: LHB Body on Modified ICF Bogie – Running in same of the Duranto Rake.
Dimensions of Coach Shell –
ICF LHB/ HYBRID
Length Over Buffer 22296 (mm) 24000(mm)
Length Over Head Stock 21336 (mm) 23540(mm)
Width 3245 (mm) 3030(mm)
Height From Rail Level 3886 (old)4025 (new) (mm) 4025(mm)
Codal Life 25(Years) 30(Years)

1
 MAIN COMPONENTS OF ICF BOGIE
UNDERFRAME:-
i) Sole bar iii) Transom
ii) Head stock iv) Longitudinal bar
PRIMARY SUSPENSION:-
i) Dash pot v) Axle box safety bolt
ii) Dash pot spring vi) Axle box wing & lug
iii) Dash pot protection tube vii) Safety strap & safety loop
iv) Air vent screw viii) Axle box & axle box plate
SECONDARY SUSPENSION:-
i) Bogie bolster upper plank viii) Anchor link
ii) Bogie bolster lower plank ix) Centre pivot cotter, split pin & cup
iii) Suspension link, link pin & stone x) Silent block
iv) Bolster spring xi) Side bearer housing
v) Vertical shock absorber xii) Side bearer metal plate
vi) Safety strap & safety loop xiii) Side bearer bronze wearing piece
vii) Equalizing stay rod
BRAKE GEAR:-
i) Brake beam v) Floating lever
ii) Brake beam hanger & safety bracket vi) Curved pull rod
iii) Brake safety wire rope vii) Equalizing truss bar
iv) Brake shoe & key viii) Palm end
SALIENT FEATURES OF ICF A/C (ALL COIL) BOGIE

2
1) Bogie is designed to run on Indian Broad Gauge Track (1676 mm).
2) Provision of coil spring at primary & secondary suspension so that bogie is known as All
Coil Bogie.
3) Bogie Head Stock is provided with pressed T- section and sole bar is with pressed I-
section, but at the location of link brackets it is in box section.
4) Transom – Previously it was in C-section but now a days it is in Box section to be more
robust.
5) Wheel Base of bogie is 2896 mm.
6) Weight Transmission - By 2 side bearer located at distance of 1600 mm.
7) Guidance of bogie Lateral and Longitudinal both with the use of Centre Pivot pin located
at the center of bolster.
8) Wheel Guidance lateral and longitudinal both with the use of 2 nos. of Dash Pot guide
per Axle Box Wings welded at sole bar.
9) Axle Capacity - 13 T – For Non A/C coach
16 T – for A/C coach and WLRRM coach
10) Roller Bearing – Double Roll Self Aligned Spherical Roller Bearing.
11) Axle – Solid and Straight
12) Wheel Diameter – New – 915 mm
Condemn – 825 mm (workshop release size - 833 mm).
Ref: Rly. Board’s Letter No. G2/ M(c)/151/2 vol.- V dated 25/01/2011
13) Shock Absorber – Provided on Secondary suspension between Bolster and Lower plank
( 2 nos. of each Bogie).
2 nos. of lateral shock absorber are being provided in ICF Bogie to be utilized for Hybrid
Coach.
14) Vertical Hydraulic Dampers – 2 nos. per Axle Box Vertical telescopic hydraulic Dashpots
are provided.
15) Fitment of brake block - Clasp type brake block arrangement is provided with the use of
brake shoe head and brake beam.
16) 2 nos. equalizing stay rods per bogie are utilized to maintain the distance between both
the lower planks and to maintain lateral thrust occurring during run.
17) Provision of Anchor link – 2 nos. per bogie with the provision of silent bushes are
provided diagonally between bogie transom and bolster to work as a media to transmit
the draw and braking force from trolley to body and body to trolley vice versa.
18) Piston Stroke – In conventional type Air Brake system 90 ± 10 mm and in BMBC within
32mm should be maintained.
19) Provision of Running Clearance:-
a) ‘A’ Clearance: - For 13 T – 43 +0/-3 mm, For 16 T – 27 +0/-3 mm
It is a clearance to be provided between axle box crown & safety bolt.
b) ‘B’ Clearance: - It is a clearance to be provided between bolster top & bottom of sole bar
that should be 40 +/- 5 mm to all type of bogie.
20) Riding index: - ICF bogie – 3.25 to 3.50
21) Truss bar Hanger: - Strength with double eye hole.
New length -235 mm. , Old length – 205 mm
22) Journal Size: - Dia. – 120x113.5 mm (sleeve mounted), 120x130.5 mm (direct mounted)
23) Journal Centre: - 2159.5 mm
24) Speed: - Fit to run up to 110 kmph. (Trial has been conducted up to 140 kmph.)

3
 WEIGHT TRANSMISSION OF ICF COACH
BODY FLOOR BODY UNDERFRAME BODY BOLSTER

BODY SIDE BEARER BOGIE SIDE BEARER BOGIE BOLSTER

BOGIE LOWER PLANK BOGIE SOLE BAR AXLE BOX WINGS

AXLE BOX HOUSING ROLLER BEARING JOURNAL

AXLE WHEEL DISC TRACK GROUND

DRAFT FORCE TRANSMISSION OF ICF COACH

SCREW COUPLING HEAD STOCK OF UNDERFRAME CENTER PIVOT

BOGIE BOLSTER ANCHOR LINK BOGIE TRANSOM

BOGIE SOLE BAR DASHPOT GUIDE BUSH DASHPOT FLANGE

AXLE BOX WINGS AXLE BOX ROLLER BERAING JOURNAL

AXLE WHEEL DISC

BRAKING FORCE TRANSMISSION OF ICF BOGIE TO BODY

BRAKE CYLINDER PISTON ROD BRAKE SHAFT

HORIZONTAL LEVER SAB PULL ROD TRUSS BAR

BRAKE BLOCKS WHEELS JOURNAL

AXLE BOX DASHPOT ASSEMBLY BOGIE SOLE BAR

BOGIE TRANSOM ANCHOR LINK BOGIE BOLSTER

CENTER PIVOT BODY

4
1. AXLE BOX GUIDE WITH DASH POT ARRANGEMENT
Axle box guides are of cylindrical type welded to the bottom flanges of the bogie side
frame with close dimensional accuracy. These guides together with lower spring seats

located over the axle box wings house the axle box springs and also serve as shock
absorbers. These guides are fitted with guide caps having nine holes of diameter 5
mm equidistant through which oil in the lower spring seat passes under pressure
during dynamic oscillation of coach and provide necessary damping to primary
suspension to enhance better riding quality of coach. This type of rigid axle box guide
arrangement eliminates any longitudinal or transverse relative movement between
the axles and the bogie frame. The quantity of oil required to achieve 40 mm oil level
above the guide cap in modified arrangement is approximately 1.6 liters and in
unmodified arrangement is approximately 1.4 liters. As it is not possible in open line
to distinguish between modified and unmodified arrangements, 40 mm oil level is
standardized for both.
Common Defects Found In Axle Guide Assembly, Causes And Their Remedial Action :
Sr. Defect Reasons Remedies
No.
1. Perished rubber Poor quality of 1. Replace rubber packing ring at every
packing ring. rubber packing examination.
ring 2. Use only rubber packing rings conforming
to IRS specifications.
2. Axle guide found Initial difference 1. Maintain difference in wheel diameters on
worn on one side in wheel same axle within 0.5 mm. Use wheel
diameters on diameter gauge with minimum 0.2 mm
same axle more accuracy.
than 0.5 mm. 2. Level the coach.
Coach is not 3. The squareness and alignment of axle box

5
 leveled. guides should be checked with alignment
gauges and corrected.
4. Vent holes should be sealed with gaskets
screw tightened well after topping.
3. Axle box springs -do- -do-
rubber upper
spring seat
(protective tube)
4. Guide bush worn. -do- -do-
5. Lower spring seat -do- -do-
surface worn.
6. Guide ring broken Axle guide is 1. Guide securing bolt should not project out
hitting lower of guide cap.
spring seat. 2. Use good quality upper and lower rubber
Weld joint of washers and correct number of
lower spring seat compensating rings in the axle box guide
and tube is assembly.
porous or 3. Adjust ABC clearance on leveled track.
cracked. 4. Strip and re-weld lower spring seat
correctly.
7. Broken/distorted -do- -do-
spring clip of
guide cap.
8. Guide cap -do- -do-
securing assembly
broken.
9. Lower spring seat -do- -do-
scored and dent
mark on guide
cap.
10. Dust shield spring -do- -do-
broken/distorted.
11. Dust shield -do- -do-
twisted or
damaged.
12. Guide threads -do- -do-
damaged.
13. Leakage from -do- -do-
lower

2. Air Vent Screws: On the bogie side frames, directly above the dash-pots, tapped holes
are provided for replenishing oil in the dash pots. Special screws with copper asbestos
washers are screwed on the tapped hole to make it air tight.
3. Bogie Bolster Suspension: The bolster rests on the bolster coil springs - two at each
end, located on the lower spring beam which is suspended from the bogie side frame
by means of bolster-spring-suspension (BSS) hangers on either side. The two anchor

6
 links diagonally positioned are provided with silent block bushes. The links prevent any
relative movement between the bogie frame and coach body.
4. Springs: In ICF bogie, helical springs are used in both primary and secondary
suspension. The springs are manufactured from peeled and centerless ground bar of
chrome vanadium/chrome molybdenum steel.
5. Centre pivot arrangement:
The centre pivot pin joins the body with the bogie and transmits the tractive and
braking forces on
the bogies. It does
not transmit any
vertical load. It is
equipped with
rubber silent block
bushes which tend
to centralize the
bogies with respect
to the body and, to
some extent,
control and damp
the angular
oscillations of the
bogies.

6. Side Bearers:
The side bearer
arrangement
consists of a
machined steel
wearing plate
immersed in an oil
bath and a floating
bronze-wearing
piece with a
spherical top surface
kept in it, on both
sides of the bogie
bolster. The coach
body rests on the
top spherical surface
of these bronze-

7
 wearing pieces through the corresponding attachments on the bottom of the body-
bolster. The whole arrangement is provided with a cover to prevent entry of dust in
the oil sump.
Wear limit for wearing plate:
New size : 10 mm C ondemning Size: 8.5 mm
Wear limit for wearing piece:
New size : 45 mm Condemning size : 42 mm

6. Anchor Link: The floating bogie bolster which supports the coach body is held in
position longitudinally by the anchor links which are pinned to the bolster sides and
the bogie Transoms. One anchor link is provided on each side of the bolster diagonally
across. The links can swivel universally to permit the bolster to rise and fall and sway
side wards. They are designed to take the tractive and braking forces. The anchor
links are fitted with silent block bushes

7. Silent Block: This is a synthetic rubber bush fitted in anchor link and center pivot of ICF
bogies to transmit force without shock and reduce noise.
8. Brake Rigging:Brake rigging is provided to control the speed of the coach by
transferring the braking force from the brake cylinder to the wheel tread. Brake
rigging can be divided into two groups i.e. Bogie mounted brake rigging and coach
under frame mounted brake rigging.
A. Coach Under Frame Mounted Brake Rigging:In 16.25 t axle load bogie the
four lever used in bogie brake rigging are each with lever ratio of 1:1.376
hence the total Mechanical advantage in a bogie is 5.504 .
In 13 t axle load bogie the four lever used in bogie brake rigging are each with
lever ratio of 1:1 hence the total Mechanical advantage in a bogie is 4
B. Bogie Mounted Brake Rigging:Bogie brake rigging has been modified to
incorporate a total mechanical advantage of 7.644 per bogie for non-ac
coaches and 8.40 per bogie for ac coaches
9. Equalizing Stays: This device has been provided on bogies between the lower spring
plank and the bolster to prevent lateral thrust on the bolster springs which have not
been designed to take the lateral forces. These links have pin connections at both
ends and, therefore, can swivel freely.

8
10. Bolster Spring Suspension (BSS) Hangers: In the secondary suspension, the bolster is
supported on helical coil springs which are placed on the lower spring plank. The lower
spring plank is suspended from the bogie side frame through BSS hangers on hanger
blocks.
11. Shock Absorbers: Hydraulic shock absorbers with capacity of 600 kg at a speed of 10
cm/sec. are fitted on 13 ton bogie & 900to work in parallel with the bolster springs to
provide damping for vertical oscillations.
LIFTING OF THE BODY FROM THE BOGIE:-
A) Required Tools & Equipment:-
a) With the use of 4 no. of Mechanical Jacks (having capacity of 10 T each) OR
b) With the use of 4 no. of Hydraulic jacks (Having capacity of 10 Ton each) OR
c) With the use of 02 no. of Electrical operated Traveling Crane (having capacity of
20 T/25 T each)
d) With the use of 4 no. of Whiting jacks (having capacity of 20/25 T each)
B) Other Tools:-
a) Complete set of Spanners.
b) Different types of hammers.
c) Wooden Wedges& Packing.
d) Trestles.
e) Complete set of Gas cutting &welding equipment.
f) Tool kit

9
C) Items to be disconnected before lifting of a body:-
1) a) Removal of centre pivot cotter [If lifting is being done by E.O.T cranes or
whiting jacks].
b) Removal of Unscrewing of centre pivot studs [If lifting is being done be
mechanical/hydraulic jacks]
2) Unscrewing of air vent screw of dash pot.
3) Disconnection of Dynamo belt.
4) Disconnection of S.A.B pull rod.
5) Disconnection of lateral shock absorber if connected
6) Disconnection of axle box safety loops.
7) Disconnection of commode chute if infringing.
8) Disconnection of foot board.
9) Disconnection of dummy carrier if infringing.
10) Inserting required thickness of wooden packing between upper portion bolster &
sole bar.
Buffer Height Adjustment: causes of low buffer height in ICF coaching stock
a) excessive wear of wheel (circumference)
b) Due to loss of proper stiffness of coil spring provided on primary and secondary
suspension.
c) Due to excessive wear on side bearer’s metal & bronze piece.
Piece New size Condemning size
Steel 10 mm 8.5 mm
Bronze 45 mm 42 mm
d) Due to excessive wear on link brackets, stone & pin provided on secondary suspension
arrangement.
 Maximum buffer height = 1105 mm [In empty condition]
 Minimum buffer height = 1030 mm [In loaded condition]
 Minimum buffer height of coaching stock should not be less than 1090 mm at the time of
releasing of coach from POH Workshop.
Procedure to achieve buffer height for ICF coaches.
 To achieve buffer height a standard size of wooden packing pieces are used which are
kept below the coil springs of primary suspension.
 New Wheel dia :- 915 mm
 Condemning: - Solid Wheel: 813 mm.
Sr No. Wheel Diameter (mm) Thickness of Wooden Packing (mm)
1. Below 889 up to 863 13
2. Below 863 up to 839 26
3. Below 839 up to 819 38
4. Below 819 & below 48
Note:-
1) If required 6 mm compensating metallic ring can also be used. If further required
wooden packing in half’s can be utilized in 8 mm & 12 mm thickness but, it should be
ensured that total thickness of wooden half packing + compensating ring should not
be more than 20 mm.
2) Gap between axle box lug & safety loop also should not to be less than 40 mm.
3) Running clearances i.e. ‘A’ & ‘B’ also should be ensured.

10
 ICF COACH SHELL / BODY

Salient Features of ICF Coach Shell / Body

1. All Metal :- ICF coach shell is made up of steel channels frames of thin sections except
the seats & luggage bunks which are made up of wooden members.
2. Light Weight :-The weight of coach shell is reduced due to less use of wooden members.
Anti Corrosive Corten Steel (IRSM 41) is used for body fabrication purpose. As thickness
of roof shell is 1.6 mm, corrugated floor side panel & end panel is only 2 mm. The use of
gusset plate, knee & rivets are also avoided in under frame. Hence weight of ICF shell is
reduced by 26% to 32% in respect to weight of IRS coach shell which was used in the
past.
3. Integral Construction:-The shell of ICF coach is made with frame, Body side pillars, roof
carlines,doors & windows, waist rail, light rail & cant rail are welded together with sole
bar through side pillars. Corrugated flooring, side panels , end panels & roof are welded
together by means of homogenous welding . End pillars, stanchions and side pillars are
also connected with paneling work. This type of structure gives the integral construction
of coach body which forms the big tubular hollow construction which is light in weight.
4. Anti telescopic construction:-The shell of ICF Coach is designed to bear 45 tones of
vertical load and 200 tones of longitudinal impact on side buffers. The coach body so
designed that it is more strengthen at end portion as well as in passenger seating
portion and less at the gallery portion. Due to which maximum kinetic energy can be
absorbed by the end portion as get damaged during accident and rest kinetic energy
also can be shared by corrugated flooring and other members of body shell, resulted
passenger accommodation area of middle portion of shell is safe in view of damaging.
With the result of these properties of shell entering of end portion of one coach shell is
avoided to in adjacent coach body shell. For that shell construction is known as anti
telescopic construction.
5. Stress Skin Construction:-The construction of the body shell in the end at side panel is
multi point tag welded. As side panel is welded at waist rail, light rail, cant rail and car
lines by means of CO2 welding provided at perfect distance. 70 % of total developed
stresses are absorbed by corrugated trough flooring. Thus this multi point welding

11
 property of the end & side panel is enough to minimize developed stresses of panels
during run.
6. Aerodynamic shell:-To minimize air resistance during running, the shell body is specially
constructed, the roof and turn under are made up in curved shape which minimize air
resistance at high speeds.
7. Anti-corrosive :-To achieve anti corrosive property Corten steel IRSM-41 (max at turn
under and lavatory portions) is being utilized for paneling purpose. At the time of
manufacturing sand blasting, grit blasting is also given on panel sheet which is helpful
to prepare rough surface for painting resulted less chances of corrosion. Three coats of
bituminous anti-corrosive paints are also given at welded portion and for other portion
red- oxides paint is applied, for anti-corrosive treatment. Holes in trough flooring are
also given for proper drainage of water. Especially200 x 135 mm size elliptical holes are
given in turn under portion for proper drainage of rubbish water coming from window
shell. With the help of these facilities and precaution corrosion probabilities can be
minimized. 19 mm thick ply or 12 mm thick compregue ply and 2.00 mm thick PVC
flooring is utilized.
8. Heat resistance :-
To develop heat resistance property in coach shell following precaution or facilities has
been provided:-
a) Silver / aluminum paint coat is provided on outer side of roof which reflects the
sun rays coming outside the coach.
b) In roof ceiling layers of insulting materials like asbestos / glass wool is provided
which is bad conductor of heat resulted direct transmission of heat inside is
minimized.
c) In carlines, elliptical holes are also provided for proper air circulation from one
compartment to another.
d) No. of ventilators also provided on top of roof to exit smokes, gases and to
circulate fresh air.
e) Limpet sheet is also provided inside of the roof (2mm thick) which is bad conductor
of heat.

WHEEL & AXLE

1) Width of wheel – 127 mm.

2) Wheel diameter New – 915 mm, Condemn - 825 mm
3) Axle capacity – 13 T(Non AC) -16 T(AC).
4) Journal – Direct mounted 120 x 130.5 mm
5) Journal centre – 2159.5 mm
6) Permissible diameter variation in wheel
a) On same axle – 0.5 mm (for machining purpose only)
b) On same bogie – 5.0 mm
c) On same coach – 13.0 mm

12
 WHEEL PROFILE
Ref: IRCA Rule Book Part – IV (Plate 29)

WHEEL DEFECT GAUGE

Ref: IRCA Rule Book Part – IV (Plate 39)

13
 WHEEL DEFECTS
Thin Flange

Sharp Flange

Radius too small at the root of

flange

14
 Deep Flange

Flat faces on Tyre

Hollow Tyre

Thin Tyre

15
 Wheel Defects Causes
Thin Flange When the flange thickness reduces from 28.5mm (New) to 16 mm
(Condemn) or less, then the flange is called thin flange.
Flange thickness is measured at a depth of 13 mm from the tip of the
flange.
Repercussion:- Chances of busting of point due to entering of flange
between Tongue rail and Stock rail.
Sharp Flange When the radius given at the tip of flange is worn out from 14.5mm
(New) to 5 mm (Condemn) or less is called Sharp Flange.
Repercussion:- Shearing of fish plate bolts at rail joints.
Radius too small New Radius of flange at the root is 16R, when it is reduced to 13R or
at the root of below, it is called Radius too small at the root of flange.
flange Repercussion:- Excessive lateral play result in chances of mounting of
flange over rail.
Deep Flange The New height of the flange is 28.5mm, when it increased up to 35mm
or more is called Deep Flange
Repercussion:- Shearing of fish plate bolts at rail joints.
Flat faces on Tyre Flatness on wheel circumference is called on Flat faces on tyre.
1. For Coaching Stock it is allowed up to 50 mm
2. For Goods Stock it is allowed up to 60 mm
Repercussion:- Chances of rail fracture due hammering effect on rail.
Hollow Tyre If the groove on the wheel tread is up to 5 mm or more, it is called Hollow
tyre.
Repercussion:- Chances of entanglement of tongue rail nose with wheel.
Thin Tyre If the remaining thickness of tyre is less than 25 mm, it is called thin tyre.
Repercussion:- probability of breakage of tyre.
INTERMEDIATE WORN WHEEL PROFILE FOR COACHING STOCK
Worn Wheel Profile:- Worn wheel profile is a special profile on wheel disc
derived out of standard wheel profile suitable to worn shape of rail head (which
are of 80% track).
This is to minimize condemnation of disc to avoid frequent wheel changing re-profiling
& enhance the life of the wheel.
Three intermediate worn wheel profile are developed to increase the life of wheel
 25 mm, 22 mm & 20 mm

16
TABLE – INTERMEDIATE WORN WHEEL PROFILE
Thickness of D1 D2 D3 R1 R2 R3 R4
Flange (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
25 38.5 65.5 91 11.5 14 100 330
22 35.5 65.5 91 10 14 100 330
20 33.5 65.5 91 9 14 100 330

Worn Wheel Profile 20 mm flange Thickness

Benefits of Worn Wheel Profile:

 It increases the life of wheel.
 It decreases machining cost.
 Less fuel consumption of the engine.
 It increases the wheel lateral oscillation

Thermal Wheel Defects: The following guidelines are issued to make the visual inspection of
wheels during maintenance more focused and effective. The following wheel conditions
should be paid special attention during the visual inspections of solid and tyred wheel discs
used on coaches and EMU's.
In addition to normal checks exercised on wheel condition during primary / secondary
maintenance of coaches, a detailed inspection of wheels should be done when the coaches
are received in sick line for attention for either scheduled or out of course attention. The
wheel sets shall be inspected for the following conditions and action taken as indicated for
each condition:
1. Shattered Rim: a wheel with a fracture on
the tread or flange must be withdrawn from
service. This does not include wheels with
localized pitting or flaking without presence
of any other rejectable condition.

17
2. Spread Rim - If the rim widens out for a short
distance on the front face, an internal defect may
be present. Spreading of the rim is usually
accompanied by a flattening of the tread, which
may or may not have cracks or shelling on the
tread. Such wheels must be withdrawn from
service.
This condition should not be confused with a
uniform curling over of the outer edge of the rim around the entire wheel, which is
called rim flow Rim flow is not a defect.

3. Shelled Tread -Shelling can be identified by pieces of metal

breaking out of the tread surface in several places more or less
continuously around the rim. Shelling takes place when small
pieces of metal break out between the fine thermal checks.
These are generally associated with small skid marks or "chain
sliding." Such wheels should be withdrawn from service.

4. Thermal Cracks -Thermal cracks appear on a wheel due to

intense heating of the wheel arising out of sever brake binding.
Such cracks occur on the tread and generally progress across
the tread in a transverse & radial direction. Whenever such a
crack becomes visible on the outer face of the rim or
a tread crack has reached the outer edge (non-gauge
face) of the rim; the wheel should be withdrawn from
service. If a crack becomes visible on the outer
flange face the wheel should be withdrawn from
service.
Wheels involved in sever brake binding should be
examined carefully during the maintenance to rule
out the possibility of reject able thermal cracks. Such
wheels may be identified by presence of flats (even
within acceptable limits) and severe discoloration or blue black heating marks on the
tread.

5. Heat checks - Thermal cracks are deeper and

need to be distinguished from fine superficial
cracks visible on the tread on or adjacent to the
braking surface. These are called heat checks,
which are usually denser than the thermal
cracks. Heat checks are caused on the tread due
to heating and cooling cycles undergone by the
wheel during normal braking. Such wheels do
not need to be withdrawn but should be carefully distinguished from the reject able
thermal cracks

18
DOUBLE ROW SELF ALIGNED SPHERICAL ROLLER BEARING

19
 DIRECT MOUNED ROLLER BEARING ARRANGEMENT

Bearing make Radial clearance in mm

SKF 0.105 to 0.296 mm
FAG/NORMA 0.080 to 0.185 mm
NEI/NBC 0.080 to 0.190 mm

INSPECTION OF OTHER ROLLER BEARING COMPONENTS

The following components other than roller bearing should be inspected during roller
bearing maintenance in the workshop.
 Axle end holes
 End locking plates
 End locking bolts
 Retaining Ring
 Collar
 Felt ring
 Rear and Front Cover
 Axle box housing

DEFECTS
1) Flecked rollers- 4) Locking stud loose or broken
(a) Pitted 5) Roller seized
(b) Burn 6) Over greasing
(c) Dented 7) Less grease
(d) Excessive worn 8) Contaminated grease
(e) Smearing 9) Felt ring broken
2) Cage broken 10) Retainer ring broken
3) Corrosion 11) Excessive lateral play
Draw & Buffing Gear:
Draw Gear: It is a vital component of rolling stock, which is utilized to connect the one rolling
stock to another to form a train & also to transmit draft forces from engine to last vehicle. It
is located at both the ends in the centre of the body under frame head stock. Mainly two
types of draft gear are being utilized in Indian Railways.
i. Conventional Draft Gear
ii. Centre Buffer Coupler
Main components of conventional draw gear are as under:-
1. Draft Hook. 6. Washer
2. Draft Links 7. Bent Pin( U-Pin)
3. Draft Key 8. Hexagonal Nut.
4. Draft Spring/ Draft Pad. 9. Screw Coupling
5. Cotter
Parts of Screw Coupling.
I. Shackle. V. Screw Rod.
II. Link. VI. Washer.
III. Trunnion Nut. VII. Gravity Lever.

20
 IV. Ferrule.

In 1984 use of Enhanced Screw Coupling was started, which is again modified in [Link]
identify this coupling a Dumbal mark is stenciled at both the side of coach end body.
Length of coupling when fully opened – 997 mm
Length of coupling when fully Tight – 751 mm
Modification:
Sl. No. Description Non Modified Modified Remark
1 Working Capacity 36 Tonnes 36 Tonnes
2 Proof Load Capacity 60 Tonnes 70 Tonnes
3 Breakage Capacity Draw Bar – 108 T 130 T for both
S/ Coupling – 112 T
4 Stamping Mark C – 60.61 IS – 5517
Note: Proof Load Capacity of Enhanced Screw Coupling is increased from 70 T to 75 T. This
must be used inall coaches including 24 coach train.

BUFFING GEAR: Two nos. buffers are provided on body head stock to absorb the longitudinal
impacts occurred during run on both ends, at a distance of 1956 mm. The role of buffers is
also to transmit push impact to its trailing end stock. The main components of Buffing Gear
are as under:-
1. Buffer Plunger 6. Recoil rubber Washer
2. Buffer Socket with securing bolt 7. Washer
3. Buffer Spindle & Plug 8. Nut
4. Buffing Pad 9. Cotter
5. Destruction Tube

21
Mainly Buffers are of two types:-
Long Case Buffer – Length from head stock – 635 mm
Short Case Buffer – Length from head stock – 458 mm (4 WH)
Other data:-
Max. Height in Empty condition – 1105 mm
Min. Height in Loaded condition – 1030 mm
Allowed variation in height at same end – 64 mm
Allowed variation with adjacent vehicle – 75 mm
Max. Plunger Travel – 127 mm
Min. Plunger Travel – 51 mm
No. Of Buffing Pads per Buffer – 14 to 16 Nos.
Capacity of Buffing Pads – 1030 kg m (New Type)

CLASSIFICATION OF COACHING MAINTENANCE DEPOTS.

According to number of based coaches (holding Capacity), depot is classified into three
categories.
Sr. No Depot Number of based coaches
1 Minor 50 to 100
2 Medium 100 to 250
3 Major Above 250
Standard Facilities:-
1. Covered accommodation
2. Flooring & pit for repair & examination
3. Office & store facilities
4. Sick line yard
5. Machinery & plant
Covered Accommodation:
1. Track length of under covered accommodation for any type of sick line must be at
least 4% of the holding capacity(based coaches)
OR
Total track length should not be less then coaches in view of repair purpose whenever
working space required for each coach is 35m

22
 OR
Track length should not be less then 140m for any type of sick line.
2. It is essential to provide 50% track length under a covered area with pit examination
facilities.
3. In pit there should be proper light arrangement.
4. It should also be ensured that it is provided with drainage facilities with 1% inclination
& required number of man holes.
5. At least hoist crane in capacity 3 to 5 tones also should be provided across the track.
6. The width of the covered accommodation should be normally 15 meters and should be
normally cover two tracks under it. The gap between two adjacent track should not be
less than 7.5 meters. Where overhead crane is provided. If overhead gantry is not
provided the can be maintained to 6 meters.
7. It should be ensured that proper space is provided beside the track for free and easy
movement of transport vehicles as like fork lift , lister , trolleys, truck, etc.
8. Entire covered accommodation must have adequate lighting arrangement for workers
without eye strain.

Office And Store Facilities:

1. Near the repair line double storey building should be provided for office, store room and staff
room in which on first floor the office incharge of repair depot with attach latrine and
bathroom is to be provided and also model room, training room should be provided.

TXR's office cum record room also should be attached with incharge office.
Staff room cum canteen also should be provided on first floor with separate entrance
and stairs. And on ground floor store room should be provided for keeping different types
of materials to be utilized for coach repair.
A centralize tool room for working staff at ground floor also should be managed.
In addition to there a carpenter room, painter room, trimmer room, meson room (civil
work), smithy room, m/c room etc. also should be provided beside the covered
accommodation, welding room, reclamation section, air compressor/vac exhauster, vac
cylinder over haul and testing.
Sick line Yard:
The no. of and length of yard line should be sufficient/enough to hold coaches equal to
three times of the no. of which covered accommodation to be provided for minor repairs
including body repairs stabling coaches, coaches waiting for materials or heavy repairs and
other spare coaches, etc.
Machinery and Plant:
To avoid heavy manual labour, wastage of manpower and to provide efficient working
of depot, suitable adequate machinery and plant is required which are as under.
[Link]. PARTICULARS
1. Self-propelling whiting jacks
2. Coach shunter-portable wrench type.
3. Welding plant 200 amp capacity with double load
4. Gas cutting & welding equipment
5. Vacuum exhauster

23
 6. Air compressor(150cfm)
7. 2 tones hoist with tram beam.
8. Sawing machine.
9. Diesel jeep with 2 trolleys.
10. Wood cutting saw machine.
11. Fork lift truck.
12. Hand shearing machine.
13. Portable furnace
14. Centre lathe 230mm (9”) chuck.
15. Wheel lathe.
16. Manipulator/fixture for bogie.
17. Ultrasonic testing apparatus.
18. Tool post grinder.

TOOLS:
1. Pneumatic hand tools
(a) Grinder (b) Drill (C) Chipper/buster (d) Riveter
2. Electric power tools.
(a) Pop riveting tool gun (b) Drill (c) Bolt tighter/torque wrench.
3. Hand tools including torque wrenches as required.
[Link]. Test benches and miscellaneous items.
1. D.V. testing bench.
2. Air Brake cylinder overhauling testing bench.

MAINTENANCE SCHEDULES TO BE FOLLOWED IN COACHING DEPOTS

a) To maintain coaching stock in good condition, the following preventive maintenance
schedules are prescribed to be carried out in carriage depots on divisions where rake
has been based for primary maintenance.
1. Trip schedule- After every trip by primary maintenance depot.
2. Schedule A - Monthly (1 month 3 days)
3. Schedule B -Quarterly (3 months 7 days)
4. IOH- 9 months + 30days
-0
5. POH - 18 months+ 30days
- 0
b) Primary maintenance schedules are required to be carried out by the base depots to
which coaches are allotted. In emergency, when due to any reason coaches cannot
reach their base depots and primary maintenance schedules become due, A & B
schedules should be undertaken by the carriage depots where the coaches are
available. All schedules should be carried out by primary maintenance depot.
1. TRIP SCHEDULE :-
Trip schedule is attended per trip of the rake. The trip is being attended by Primary
depots. No need to detach the coach from the rake during trip schedule. Total
distance traveled by passenger rake in a trip up and down is more than 3500 km.
Following procedure is adopted during the trip schedule:-
1. All under gear parts are thoroughly examined.

24
 2. All moving parts are lubricated.
3. Complete examination of buffing & draw gear for its proper functioning. Lubrication is
essential.
4. Coupling should be free in its screw i.e. ensure easy movement of coupling.
5. Proper examination of primary suspension arrangement.
6. Ensure the leakage of dash pot and oil level of dash pot.
7. Proper securing of safety strap and safety loop.
8. Proper examination of secondary suspension. Ensure the working of spring, shock
absorber, safety strap & safety loop.
9. Proper examination of wear in suspension link bracket, pin & shackle stone.
10. Examine the proper function of shock absorber & securing bolt.
11. Examination of equalizing stay rod for its proper securing.
12. Examination of proper securing of bolts & cotters & silent bushes of centre pivot.
13. Ensure the proper function of side bearer or its oil level.
14. Changing of worn & wear brake blocks & pin & adjustment of brake power.
15. Proper cleaning of coach from inside & outside & disinfections.
16. Spraying of pesticides elements.
17. Checking of all points& pipe joints & other fittings & filling of water tank.
18. Proper opening & closing of vestibule doors.
19. Checking of amenity & safety items.
20. All falls plate examination of vestibule.
21. Testing of alarm signal, guard van valve & its gauge.
22. Preparation of DRS card & brake power certificate.

New Policy (Recommendations) for enhancements of POH/IOH schedules of Coaching Stock.

1. The revised POH periodicity from 12 to18 months is applicable to all Mail/Express coaches for
which Railway shall arrange transportation of bogies from and to work shop.
2. A marking on the coach below return date shall be specified to distinguish 18 months
periodicity.
3. The general sequence of coach will remain as per existing coaching maintenance manual.
4. The items of trip schedules; ‘A’ and ‘B’ schedules will remain same.
The coach will be given 2 quarterly schedules B before IOH .The work specified for IOH
schedule to mechanical & electrical work in appendix C&D respectively as specified by
CAMTECH Pamphlet No CAMTECH 2008 coach POH/1.0in jan-2008.
5. CMIs, SMIs and technical circulars/pamphlets issued time to time by RDSO schedules followed
for necessary modification and replacements.
6. As per requirement of bogie as unit exchange, the bogies should be collected from workshop
considering transportation time plus two days before spare.
7. The periodicity of overhauling of DV is changed from 24 months to 18 months (during POH)
8. Work shop to switch over PU painting at workshop as advised by RDSO.
2. SCHEDULE `A': Schedule `A' is required to be given every month +3 days at the nominated
primary maintenance depot within the normal primary maintenance time on a
washing/pit line. A coach need not to be detached from the rake for Schedule `A'
examination unless it requires such repairs which cannot be attended to on the washing
line or within the prescribed maintenance time on the washing line.
‘A’ schedule maintenance:

25
(i) All items of primary/secondary maintenance schedule.
(ii) Test the working of brake cylinders for proper application and release.
(iii) Thorough inspection of brake pipe, feed pipe and their connecting pipes to brake
cylinder, distributor valve, auxiliary reservoir and hose coupling for leakage and
attention.
(iv) Carry out manual brake release test on every coach to ensure proper functioning of
release lever of distributor valve.
(v) Micro switch of ACP should be tested by electrical staff for proper functioning.
(vi) Clean Dirt collector filter with kerosene and refit.
(vii) Test the working of slack adjuster in under frame mounted air brake system.
Repair/Replace the defective slack adjuster.
(viii) Examine loops/ brackets and their securing devices and rectify.
(ix) Examine for wear and replace if required brake hanger pins, brake blocks and brake
heads.
The following items of work should be attended during Schedule `A' examination,
i.e., monthly examination:-
(i) All items of primary/secondary maintenance schedule.
(ii) Intensive cleaning of coaches.
(iii) Intensive cleaning of lavatory pans and commode with specified cleaning agent.
(iv) Thorough flushing of tanks.
(v) Checking of water pipes, flush pipe, flushing cocks, push cocks, etc., for ease of
operation and free flow of water.
(vi) Thorough dis-infection of all compartments.
(vii) Thorough inspection and repairs of draw gear.
(viii) Thorough inspection and repairs of buffers.
(ix) Oil in hydraulic dash pots should be checked to detect oil leakage from them through
defective seals or through vent screws. Add/replenish with specified grade of oil if oil
level is below 40 mm in tare condition to ensure better riding comfort. Similarly oil in
side bearer baths should be checked when the oil is below the plug and replenished
with specified grade of oil so that wear plate is fully covered by oil.
(x) Inspection and repairs of commode chute.
(x) Thorough check and repairs of sliding doors and vestibule doors for easy and smooth
operation and correct alignment and all wearing parts, loose screws, etc.
3. SCHEDULE `B': Schedule `B' is required to be given every three months +7 days at the
nominated primary maintenance depot within the normal time allowed for primary
maintenance on a washing line in rake. Coach need not be detached from the rake for
purpose of this examination unless it requires such repairs which cannot be attended to on
the washing line or within the prescribed maintenance time on the washing line.
The following items of work should be attended.
Air brake system
(i) Same as 'A' schedule
Other assembly maintenance
(i) Besides brake system other items should be attended as given below:
(ii) All items of Schedule `A'
(iii) Painting of lavatories from inside.
(iv) Thorough inspection and repairs of brake gear components.
(v) Thorough checking of trough floor, turn under, etc., from underneath for corrosion.

26
(vi) Touching up of painted portion, if faded or soiled.
(vii) Overhauling & testing of alarm chain apparatus.
(viii) Testing of guard van valve.
(ix) Greasing of equalizing stay rod.
4. FOR IOH:
i) Coaches required for detachment for IOH.
ii) For maintenance of major break–down/ mal-functioning of any subassembly etc. the
decision whether the coach is to be detached from the formation for attending to
maintenance/replacement of major subassembly is dependent on maintenance
requirements, operational convenience, time availability etc. The decision is taken by
the Engineer (C&W). Coach failure report should be made.
iii) At depot, the coach that is detached for IOH is taken over to the washing line for
cleaning, lubrication and minor maintenance. The coach that are detached due to a
major defect in the distributor valve, brake cylinder, Auxiliary reservoir etc, is taken to
the pit line for the replacement of such sub-assemblies, on unit exchange basis. The
detachment of coach is carried out so as to make the maintenance or testing activities
convenient and faster so that the coach is made ready for use without delay.
PROCEDURE: The activities performed to detach a coach with Air Brake system are as under-
i) Safety precautions shall be taken to prevent injury while detaching/attaching a coach.
ii) Remove the clamps on the cut-off angle cocks. Close the cut-off angle cock of both
feed pipe and brake pipe on both sides of the coach that has to be detached.
iii) Close the cut-off angle cocks of the feed and brake pipe of adjacent coaches. This is to
ensure that the air pressure locked up in the air hose coupling gets vented to
atmosphere through the vent hole of the cut-off angle cock.
iv) Observe above mentioned safety measures to close all the four cut-off angle cocks on
either side of the coach to be detached so that while opening air hose coupling, it may
not cause injury due to air pressure inside.
v) Release the brake of the coach to be detached by pulling the manual release lever of
the distributor valve.
vi) Open the Feed Pipe and Brake Pipe hose coupling from both sides of the coach.
vii) If the air pressure of brake cylinder does not vent by pulling the manual release valve
of distributor valve, open the brake cylinder vent plug to drain the air pressure.
viii) Uncouple Screw coupling and detach the coach.
ix) Observe all other safety measures as prescribed.
5. IOH:
Air brake maintenance:
(i) IOH is required to be given every nine months +30days at the nominated primary
depot. -0
(ii) Coaches are required to be detached from the rake and taken to the sick line for
examination and repairs.
The following items of work should be attended during IOH.
Air brake system maintenance:
(i) Check brake cylinder for loose rocker arm plate and change on Bogie Mounted system.
(ii) Brake cylinder should be checked for smooth functioning and prescribed stroke.
Defective brake cylinders shall be sent for repairs.
(iii) Guard’s van valve should be tested.

27
(iv) Test BP & FP air pressure measuring gauges with master gauge and replace if found
defective. A set of two master gauges should be kept for this purpose at every Primary
Maintenance Depot and each master gauge should be sent one after the other to the
base workshops for testing, repairs and calibration.
(v) Thoroughly clean Dirt collector filter in kerosene or replace on condition basis.
(vi) Check working of PEASD & PEAV by hearing the hissing sound of exhaust air. After
resetting with the help of key the exhaust of air should stop. Replace the defective
PEASD/PEAV.
Other assemblies maintenance:
(i) All items of Schedule `B'
(ii) Thorough repairs of running gear including running out of bogies where considered
necessary. Bogies which are working on rake links earning more than nine months
must be run out and unit exchanged with overhauled bogie received from workshop.
(iii) Touching up damaged paint of coaches on outside as well as inside.
(iv) Thorough cleaning and removal of dust, rust, dirt, etc., accumulated at the pillars
through the turn under holes, with coir brush and compressed air.
(v) Thorough examination and repairs of upholstery, cushions, curtains, etc.
(vi) Thorough checking and full repairs of all window shutters, safety catches, safety
latches, staples and hasps of compartment, lavatory, body side and vestibule doors
for ease of operation.
(vii) Thorough checking and repairs of UIC vestibules, their rubber flanges metal frames,
doors, fall plate, locking gear, etc., for ease of operation and safety.
(viii) Thorough checking and repairs of all cracks and worn out portions of flooring of the
compartments.
Engineer (C&W) of Primary Coaching Maintenance Depots should be fully familiar
with the vulnerable areas of ICF coaches for corrosion, viz., sole bar at doorways,
lavatories and adjoining areas, corridor sides - more so in case of those SLRs which are
used for Fish, Salt, etc. For facilitating inspection of sole bars even spaced elongated
holes of (215x127 mm) are already provided in the turn under.
Special attention should be taken for the following:-
i) Pocket between sole bars and turn under should be thoroughly cleaned through the
inspection opening of the sole bars and inspected with the help of torch light or
inspection lamps.
ii) Drain holes provided in the trough floors should be kept clean and unclogged. If during
the cleaning of these drain holes any accumulation of water is observed, the affected
area should be very carefully inspected for possible corrosion.
iii) A register should be maintained of the primary maintenance coaches on the subject.
i. During this lifting schedule, bogies/under frame members and body including trough
floors of integral type coaches should be thoroughly examined and all parts of running
gears are repaired/ replaced as necessary. The bogie frames should be particularly
checked to detect damage, cracks or deformation and necessary repairs carried out.
Where it is not possible for the maintenance depot to do these repairs or are
prohibited to be done in the maintenance depots, the bogies should be sent to the
shops for carrying out these repairs.
ii. The detailed table of maintenance activities to be carried out during IOH schedule is
enclosed as appendix-G.

28
iii. The date of intermediate lifting should then be stenciled at the appropriate place in
schedule chart on the end panel

Note:
1) Intermediate Overhauling of Shatabdi / Rajdhanni Exp. Coaches are attended in
nominated workshop only.
2) Intermediate overhauling of newly built coaches are to be attended after 12 months
only wheels are to be replaced

29
 RPC-4 Revision-Jan 2007
No. 95/M/C/141/1
Sub:- Revised maintenance pattern of coaching train- running up to 3500 km in round trip with terminal attention at the other ends.
S. Category of train Preventive Under gear/ Brake Internal External En Brake
N. maintenance System maintenance cleaning, cleaning route/terminating system check
at pit line at pit passenger nominated prior to start
amenity line with at plate
fittings proper form/at
and facilities other end
watering
1 Mail/Exp. One way At primary At both the ends At both At both the Enroute after every Complete air
run > 3500 km end the ends ends 250-350 km brake testing
location to be with fresh
decided by Rly for BPC
each train.
Terminating
examination at
terminating
station.
2 Mail Exp one way ---do---- ---do---- ---do---- At both the ---do---- ---do----
run <3500 km but ends
round trip run
>3500 km
3 Mail Exp round trip ---do---- Only at primary end ---do---- ---do---- ---do---- Only
a run up to 3500 km continuity
check if
stabled at
platform for
2 hrs,
otherwise
brake power
check with
endorsement
on BPC
30
 engine
3b Inter connected ---do---- To be done after At primary ---do---- ---do---- ---do----
Mail Exp round trip 3500 km or 96 hrs end &
run up to 3500 km after issue of each
original BPC terminal
whichever is earlier
at primary end
4 Passenger trains ---do---- ---do---- At primary ---do---- ---do---- ---do----
with toilet end
including
interconnected
passenger shuttles
5 Passenger trains ---do---- To be done after ---do---- ---do---- Once a day at ---do----
without toilet 3500 km or 7 days, primary end or at
after issue of nominated terminal
original BPC
whichever is earlier
only at primary end
Note:- Internal cleaning, passenger amenity attention and watering may be done at platform line or nominated stabling line
provide stipulated facilities are available at such line, in case the rake is stabled in yard for more than 6 hrs, positive safety
arrangements should be made for the rake and in case the security is considered inadequate, the rake should be taken to pit line
for attention to under gear as given under column(4) above.

31
 Difference between IOH, POH & NPOH

[Link] IOH POH NPOH

1. It stands for intermediate It stands for periodic It stands for non-
overhauling. overhauling. periodic overhauling.
2. IOH of coach is attended POH of Passenger carrying Time Period is not fixed
after 9 months of POH. vehicle M/Exp -18 months, for any vehicle for
NPOH
3. IOH of coach is allowed in POH is allowed in nominated NPOH is done only in
sick line where facility to workshops only. workshop or in
lift the coach is available. nominated major sick
line.
4. During IOH all the parts of At the time of POH all parts Only indicated defects
under gear thoroughly of under gear are & safety items are
examined and replaced if dismantled and should be attended.
necessary. replaced if there is any wear
and tear.
5. At the time of IOH Painting of whole coach is Complete painting of
painting of coach is not necessary. coach is not necessary,
necessary, only required only required places are
places are touched up. touched up.
6. Profiling of wheel is Profiling of wheel is Profiling of wheel is on
necessary. necessary. need based.
Primary Depot and Secondary Depot
[Link] Primary Depot Secondary Depot
1. Maintenance works attended by based Maintenance works attended by terminating
depot is called primary depot. depot other than based depot is called
secondary depot.
2. Preparation of DRS card is done by Only cross checking of items as per DRS card or
primary depot. only shortage, missing should be provided by
secondary depot.
3. Primary maintenance depot is Intimation to primary depot is essential
responsible to prepare history card of whenever any major repair/maintenance is
coach. attended.

32
 4. It is duty of primary depot to ensure Secondary maintenance depot is responsible to
proper supply of brake van equipment ensure only if there is any shortfall.
for all originating trains.
5. Primary maintenance depot is Secondary maintenance does not have
responsible for all types of schedules of responsibility other than trip schedule.
coaches.
6. It is duty of primary maintenance It is not duty of secondary depot but it assist in
depot to send the coaches for POH or sending the coaches for POH or NPOH through
NPOH if due or required. primary depot.
CORROSION AND ITS PREVENTION
Introduction:When metals are put into use in various forms they are exposed to environment
containing liquids, gases etc. As a result of this the surface of metal starts deteriorating. This type
of deterioration or destruction may be direct chemical attack or electrochemical attack.
Definition:corrosion is a chemical process of oxidation with metal to its surroundings, covering it
into metal oxide, carbonates, hydroxide and sulfides. Oxidation takes lace only when steel surface
exposed to atmosphere or [Link] reaction is as follows:
4Fe + 3O2 --------2Fe2O3
Example: rusting of iron. When iron is exposed to atmospheric conditions rusting of iron takes
place. During this exposure a layer of reddish scale and powder of oxide is formed and iron
becomes week.
Effect of corrosion:Corrosion of materials is liable to performance of the product, loose their
strength, ductility and certain other mechanical and physical properties.
With the introduction of all steel coaches corrosion has become a major problem. Once
starts it is very difficult to control it. This requires replacement of the component. This is much
costlier than to save the existing part by proper and timely attention.
Corrosion in ICF coaches:Corrosion in ICF coaches is very common. Corrosion repairs to coaches
are mainly carried out during POH in workshops. Corrosion repairs are also done during midlife
rehabilitation of coaches that are 12 to 13 years old especially at CRWS, Bhopal next POH in 24
months.
During POH all the under frame members are thoroughly inspected to locate corroded
members. Corrosion is indicated by flaking of paint, flaking of metal, pitting and scale
formation. Components that is not visible from both sides such as solebar and trough floor
should be examined by tapping with a spiked hammer.
Particular attention should be paid to the more vulnerable members and locations given below.
1. Solebars, bodypillars, turnunder and trough floor below lavatories in all types of coaches
and luggage compartments of SLRS.
2. Solebars, bodypillars, turnunder and pillars above lifting pads.
3. Solebars, bodypillars behind the sliding doors of SLRS
4. Solebars, bodypillars, turnunder at the door corners & near coach body bolster.

33
5. Headstock
Inspection of under frame member for corrosion attention should be done as per technical
pamphlet no 7602(rev: 1)
Reason of corrosion in ICF Coach:
1) Accumulation of water, dust and salty discharge under luggage compartment in coaches.
2) Incorrect fitness of side panels.
3) Galvanic cell formation between steel and alluminium near window area.
4) Seepage of water at corners and ends due to water accumulation on floor.
5) In sufficient surface preparation before welding.
6) Frequent use of concentrated acids for the cleaning of toilets.
7) Leaky push cocks, flusher valves.
8) Missing/defective commode chutes resulting in splashing of toilet discharge leads to
corrosion of under frame members.
9) Carrying of perishables items like fish in SLRS and Parcel vans and insufficient cleaning
after unloading.
10) Entry of water through gaps in window sills.
11) Cracks in body panels and roof left unattended.
12) Painting defects left unattended.
13) Damage to under frame and trough floor due to flying ballast in dynamic condition.
14) Acid spillage from batteries.

Need of Corrosion prevention:

1) To avoid premature detachment of coaches and wagons in service.
2) Corrosion makes wagons unfit for loading. This has a bad effect on earning capacity of
railways.
3) There will be a shortage of wagons fit for loading if wagons are detached for corrosion
repairs.
4) Detachment of coaches for corrosion repairs has an adverse effect on the normal
composition of trains.
5) In monsoon season seepage of water through corroded panels spoils the consignment and
railway is forced to pay compensation for the damage.
6) Manpower material and time involved in corrosion repairs can be controlled through
proper anticorrosion measures.
7) Losses of railway revenue i.e. losses to the nation.
Always Remember the Saying: - ‘A STICH IN TIME SAVES NINE’ while dealing with
corrosion.
Inspection during POH
1) Inspection of solebars, bodypillars and turn under: Examine visually and with the help of a
spiked hammer from below the coach and the inspection holes in the turn under. If
corrosion is suspected at places without inspection holes 100mm dia hole should be cut at

34
 the bottom of turn under for examination. If corrosion is noticed in the bottom half of the
solebar the trough floor to be cut to a width of 300mm for inspection. In case of heavy
corrosion the side wall to be cut to a width of 500mm.
2) Inspection of headstock: Examine visually inner and outer headstock, stiffening behind
buffers and the junction of solebar and the headstock for corrosion. Examine the base
buffer assembly carefully.
3) Trough floor: Examine trough floor adjoining the lavatories and under the luggage
compartment of SLRS and Parcel vans for corrosion with the hammer.
Corrosion Repairs During POH
1) Repairs to under frame members:
Repairs to under frame members should be carried out as per RDSO pamphlet no C7602 for
ICF coaches. Corrosion resistant steel sheet for trough floor, pillars, sidewalls and roof
should conform to IRS M-41-97. Electrode IRS class B2 of approved brands. Paint red oxide
zinc chromate primer is-2074-62. Bituminous anti corrosive solution to IRS-P30-96.
2) Repairs to Headstock: Only 8mm thick sheet is to be used headstock repairs.
3) Repairs to Sole bar: The new sole bar section to be welded from both inside and outside.
4) Repairs to Side Wall Members: For repairs to side and end wall members interior fittings
interior panels &window frames are to be stripped. Repairs to be done as per RDSO sketch
No. 76019.
5) Repairs to Trough Floor: For trough floor repairs plywood flooring to be stripped. Repairs
to be done as per RDSO instructions.
6) Repairs to Roof: Special attention to be paid at locations where gutter moldings are
welded and where ventilators are fitted. RDSO instructions to be followed
HOW TO MINIMIZE CORROSION
Corrosion in rolling stock cannot be eliminated altogether. Hot and humid conditions in our
country are helpful for corrosion. A change in climate also has an adverse effect. However timely
action during repairs and maintenance will minimize corrosion.
A) DURING POH
1) Thorough inspection giving extra attention to areas prone to corrosion.
2) Turn under repairs to be carried out with 5mm thick plates.
3) Only 8mm thick SS sheets to be used for head stock repairs.
4) Use stainless steel trough floor and inlays for toilets.
5) Use of 13mm comprege floor board instead of plywood.
6) Use PVC sheets for toilets and compartment floor.
7) Use stainless steel plates with drain holes in doorways.
8) Provision of tubular structure below lavatory area.
9) Corten steel is used for panel repairs.
10) Apply two coats of primer and three coats bituminous solution on all under gear
members.

35
B) IN OPEN LINE
1) During pit line examination check thoroughly all under gear and underframe
components, trough floor and headstock etc. for corrosion. If corrosion is noticed
take proper anticorrosive measures.
2) Drain holes and drain pipes should be clear so that water stagnation is eliminated.
3) All water leakage to be arrested at the earliest.
4) Proper repairs to damaged PVC floor.
5) Gaps in window sills to be filled up.
6) Deficient/defective commode chutes to be made good.
7) Hosing of coach interior is to be avoided.
8) Avoid strong acids for toilet cleaning.
9) Body patches to be painted, carry out paint touchup where paint is peeled off.
During IOH all vulnerable areas are to be properly inspected after Cleaning of turn under
holes.
How to apply anti corrosive paint in coaching stock.
I. 1st coat ------- zinc chromate
II. 2nd coat ------ zinc chromate, red oxide
III. 3rd coat ------- bituminous thin black solution
IV. 4th coat ------- Bituminous red brown solution
V. 5th coat ------- Bituminous primer thick black
VI. 6th coat ------- bituminous primer silver gray
Exterior paint schedule for coaches
At every 5th POH of a coach or if the condition of paint is not good adopt 9 days painting
schedule. (A—schedule) otherwise choose 5days paint schedule.

A—schedule (9—days)
1st day – Remove old paint
2nd day – One coat of red oxide zinc chromate primer
rd
3 day – One coat of brush filler followed by spot putty
th
4 day – Filler 2nd coat (spot putty if necessary)
5th day – Rub down with silicon carbide paper
th
6 day – One coat of under coat
th
7 day – Flat with silicon carbide paper. One coat of enamel finishing.
8th day – Flat with silicon carbide paper. 2nd coat of enamel finish
th
9 day – Lettering and miscellaneous work
C --- Schedule
1st day – Washing with soap solution touchup damages with primer
2nd day – Spot putty if necessary and one coat of under coat
3rd day – Flat with silicon carbide paper apply one coat of finishing Enamel

36
4th day – Flat with silicon carbide paper apply second coat of Finishing enamel.
5th day – Lettering and miscellaneous work
Suggestions To Prevent Corrosion:
1) Supervisors involved in maintenance of rolling should be familiar with areas prone to
corrosion.
2) Supervisors should educate their technicians about areas prone to corrosion.
3) Identify corrosion prone areas and inspect them thoroughly during pit line examination,
sick line attention, ROH/IOH.
4) Suitable preventive measures to be adopted to save the affected component. Incase of
heavy corrosion replace the component.
5) Ensure painting of wagons during [Link]/paint touchup during IOH and sick line
attention.
6) Supervisors should educate their cleaning staff so that they follow proper cleaning
technique.
7) Ensure water tightness of covered wagons.
8) Educate Shunting staff so that they perform smooth shunting without damaging the rolling
stock.
9) Ensure proper cleaning of wagons by the contract staff after Unloading.
10) Electrical staff to be counseled about the corrosive effect ofacids from batteries.
These small steps will go a long way in minimizing corrosion in rolling stock.

FACILITIES REQUIRED FOR MAINTENANCE OF 24 COACH RAKE

(Railway Bd.'s letter no. 98/M(C)/137/19 Pt. I dt. 28.7.99 & dt. 05.05.2000)
a) Infra structural Requirements
(i) 24 coach length fully equipped pit line.
(ii) High pressure jet cleaning pipeline with plant for cleaning at primary pit line.
Mechanized external cleaning is preferable.
(iii) Water hydrants for 24 coach length at enroute watering stations with 20 minutes
stoppage at nominated stations
(iv) Availability of the prescribed air brake maintenance and testing equipment.

b) Coach Design related Requirements

(i) Air brake with twin pipe graduated release system
(ii) Only enhanced capacity draw gear and screw coupling to RDSO sketch No. 79061
and 79067 are to be provided on the rake
c) Maintenance Practices and system related requirements
(i) The integrity of the rakes to be maintained.
(ii) Primary maintenance of the rake should be done in one hook without splitting
(iii) Minimum maintenance time of 6 hours on the pit during primary maintenance
(iv) Trains leakage rate to be maintained within prescribed limits by using rake test rig.

37
 (v) Provision of proportionate brake system on the locomotive in good working order
(vi) Provision of audio visual alarm system on the locomotive
(vii) In case of double-headed diesel locos maximum traction motor current will be restricted to
650 Amperes and in case of double headed WAP1/WAP3 electric locos, the traction motor
current limit will be 750 Amperes as prescribed in RDSO 's instructions for operation of
main line air brake trains - C-9408.
d) Operational requirements
i) Communication between driver and guard should be provided through suitable means.
ii) Special care to ensure no gap between coach buffers after tightening the coupler.
iii) No additional coach attachment beyond 24 coaches will be permissible.
Note : As per Railway Board Instruction now one occupied saloon& one parcel van can be attached with 24
coaches rake.
NMG COACHES
The coaches with age group of 20 – 21 years or later being converted to air brake coaches during POH for
the purpose to carry Automobile (Express) Auto Carrier are known as NMG coaches and the rakes formed
with these coaches are called NMG rakes.
Following are the features:-
1. Load carrying capacity is 12 ton minimum.
2. Speed 100 kmph Max.
3. The life of such converted coach is 30 years from the date of original manufacture.
4. Wider opening of 2800 mm × 2200 mm.
5. Improved adjustable central locking arrangement to avoid damage to the vehicle during transit.
6. The periodicity of POH is 24 months.

Maintenance Pattern for NMG rakes

(As per Rly. Bd's Letter No. 91/M (C)/650/1 dated 29.5.2000)
In order to optimize utilization of NMG rakes it has been decided to introduce the following
maintenance pattern:
i) NMG rakes may be run on goods pattern with intensive examination at both the ends, following
other conditions for reroute detention in case at stabling at road side stations. In case of close
circuit runs up to 2500 km, the rake may be run on round trip basis.
ii) Close circuit rake must be clearly identified and should have a nominated base depot where
adequate trained staff and spares should be available. Each NMG coach should be marked with the
nominated POH workshop and return date.
iii) The maintenance schedules of the NMG coaches will continue to be on the coaching pattern to be
carried out by the base depot.
iv) Using these coaches as parcel vans for running on piecemeal basis on passenger carrying trains is
strictly prohibited.
v) Each coach should be stenciled at a suitable place on its end panel, the code name of the
base depot and a schedule chart. The date and station code of the depot where a particular
schedule is carried out should be stenciled at the appropriate place in the schedule chart
immediately when the schedule is completed.

38
 EXAMINATION OF TRAINS
Ref: IRCA Rule Book Part – IV (Ch. 3)

Rolling In Examination: There are certain type of defects in rolling stock which can only be
detected during motion of train. To deduct such type of defects rolling in examination is adopted.
Such type of examination is carried out on all through passing trains and terminating trains.
To carry out such type of examination C & W staff and supervisor will take position on both
sides of platform / line in which train is being received.
During examination following defects are detected.
1. Unusual sound of flat faces on tyre of wheel of any vehicle of train.
2. Whistling of hot axle boxes.
3. Any hanging part or loose fitting of vehicle.
4. Any Spring broken.
5. Brake binding of any vehicle.
6. Any component or spring suspension bracket loose/broken.
7. Abnormal behavior of vehicle.
8. Any other defects by which safety infringement.
Rolling Out: Such type of examination is carried out to minimized detachment of vehicle
particularly due to flat faces due to brake binding on tyre. It is carried out on all through passing
trains and originating trains.
The procedure of conducting such type of examination is similar to rolling in examination.
Only staff and supervisor will take position for conducting examination ahead of engine instead of
last vehicle. And will ensure that the brakes of all vehicles running with train are in released
condition and there is no any leftover defects during halt of examination by which safety
infringement.
1. Examination of originating trains
i) All trains must be examined by the mechanical train examining staff before dispatch to
ensure that all coaches on the train are in fit condition and without reject able defects (for
reject able defects, please refer to IRCA Conference Rules, Part IV). On formation of a rake
and after its placement for Examination, washing, cleaning and watering, the station
master (SM) shall pass necessary memo to the Engineer (C&W). After carrying out all
necessary work, the Engineer (C&W) shall communicate fitness of the train to Station
Master. Normally, Railways have standard forms for the use of Station Masters and
Engineers for this purpose. Railways, where such forms are not used, should also start using
these forms as uniform practice for the guidance of both Engineer (C&W) and Station
Master. The Station Master shall not dispatch the train unless the fitness certificate, in the
prescribed form, is received from the Engineer (C&W).
ii) The level of the air pressure/vacuum on the train engine and the brake van gauges as well
as the percentage of operative cylinders should be recorded on a prescribed certificate and
signatures of the driver and the guard of the train should be obtained by the Engineer

39
 (C&W) as per the procedure laid down by each Railway. No train should be allowed to leave
with an inoperative/defective Brake cylinder on any coach after pit attention. Trains which
have been attended on pit line should have 100% brake power. Trains which are attended
on platform or where secondary examination has been dispensed with or enroute should
have minimum 90% brake power.

2. Enroute/Terminating Examination of Passenger Trains

i. [Link]/DME in charge shall nominate the site for carrying out Rolling IN/Rolling OUT
examination after personal inspection of site. While nominating the site following should be
kept in view:
a) Site shall provide unobstructed view of under gear from both sides.
b) Speed of the train shall not be more than 30 KMPH,
c) It should cover the entire length of train,
d) Should have adequate space for fixing the lighting arrangement and for staff.
ii. For rolling in examination of train it has to be ensured that proper lighting arrangement is
provided on both the sides of the track at nominated spots for examination of undergear
parts during night. Focusing of lights shall be done by keeping a coach on the line and
adjusting the angle of light to illuminate undergear and bogie. C&W staff should take
position at nominated rolling in place on both the sides of the track before the arrival of
train.
iii. As the train passes the nominated point, C&W staff should watch out vigilantly for
loose/hanging/broken undergear parts of the coaches, any unusual sound coming from the
coaches or any other abnormality in the coaches.
iv. After train comes to halt, it should be ensured that the train is protected from both the sides
(with the stop board/red flag during day time and red lamp during night time) before
commencing the examination of the train. It should be ensured that a suitable indication
board is placed at conspicuous location visible to the driver indicating that C&W staff is at
work.
v. Temperature of the axle boxes should be measured preferably with the help of the
electronic temperature measuring device.
vi. Brake release shall be checked by physically moving the brake beam. However, in case
where train locomotive has to be detached, brakes of all coaches shall first be manually
released. For checking the release of brakes the hook may be used. Other undergear parts
should be examined visually to ensure that the train is safe to run further. During night the
lamps/search light shall be used for illumination.
vii. Repairs if required should be carried out promptly to avoid detention to train to the extent
possible.
viii. Lavatories of the coaches should be properly cleaned using High pressure water jet machine
provided at nominated stations during halt of the train. Any complaint from passengers
should be attended promptly to the satisfaction of the passenger

40
 ix. After attending to any required repairs stop board/red flag should be removed.
x. Carriage controller (CCR) should be informed about any out of course work done.
xi. CCR shall repeat the out of course work done to the Primary Maintenance (PM) depot after
corrective action.
xii. At the train examination stations where locomotives are changed on through trains, the
level of air pressure/vacuum created on the locomotive and brake van gauges should be
recorded on the certificate to be issued to the guard and driver on prescribed form. The
inoperative/blanked cylinders, if any, should also be written in the certificate for their
information. This certification should be an endorsement on the original brake power
certificate; no fresh brake power certificate needs to be issued.

3. Pit Examination of Passenger Trains

a. Washing and cleaning of coaches
Use recommended solutions for cleaning as per RDSO specification No. M&C/PCN/101/2001 or
use cleaning agents approved by CME of the Railway.
b. Platform cleaning and washing
Wherever washable aprons are available on the platforms, the time available before the
terminating trains are pulled out into the yard, should be utilized for inside sweeping and toilet
cleaning.
c. External Cleaning / Washing
i) Place the rake/coaches on the washing pit provided with equipment required for washing and
cleaning. It should be ensured that the rake/coach is protected with proper board/signal for
safety of the staff working on washing/cleaning job to prevent movement/disturbance in the
activity. Scotch blocks with locking arrangement should protect lines and keys should be kept
with Engineer (C&W) till the time rake is under maintenance.
ii) Before starting washing and cleaning of side wall, ensure that the glass shutters and louver
shutters of that side are lowered. Remove dirt/dust accumulated on shutters by compressed air
or duster.
iii) Remove old reservation charts/labels on the body panels. Splash water on old charts so that
they are wet for easy separation. Care should be taken to avoid any damage to the paint.
iv) The cleaning solution should be spread/rubbed with nylon brush or sponge brushes and then
rubbed thoroughly to clean the panels. Extra attention should be given to oily and badly stained
surfaces.
v) Destination boards may be removed and cleaned with brush/duster.
vi) Clean the external surface by high pressure jet where facilities are available.
vii)All exterior panels including end panels should be hosed with water and brushed with diluted
soft soap (detergent solution) The strength of the solution may be increased or decreased
according to RDSO specification M&C/PCN/101/ 2001.
d. Cleaning of Toilet

41
 i) Before starting cleaning of toilets ensure that all repairs in the toilets have been carried out and
after cleaning no employee should enter in the toilet.
ii) Doors and walls should be cleaned with water sprayed by high pressure jet up to waist level.
Apply specified solution and rub thoroughly with sponge brush/nylon bristle brush.
iii) Indian style lavatory pans have to be cleaned by thorough rubbing with concentrated solution
of recommended cleaning agent.
iv) Western style commode shall be cleaned as (iii) however due care should be taken that
recommended solution should not fall on commode lid which may damage/spoil it.
v) The flooring should be rubbed with nylon bristles/sponge brush and cleaned with recommended
cleaning agent. The drain holes should be cleaned thoroughly for easy discharge of water.
vi) The mirrors in toilet should be cleaned with light wet cloth. Recommended solution should be
used for cleaning the dirty portion of glasses.
vii) After all the washing and cleaning in the toilets mentioned above, the toilets should be
thoroughly cleaned with water jets and water should be flushed out. All fittings and floor
should be wiped dry with a cloth.
viii) After cleaning, spray deodorant in the toilet to remove the bad odor.
e. Internal cleaning of upper class AC and sleeper coaches
i) Collect the cigarette ends from all Ash trays, newspaper from magazine bag and waste from
dust bin. Sweep the whole coach with broom in sleeper coaches. Clean the floor of AC coaches
with vacuum cleaner.
ii) Remove dust from floor, berths/seat, magazine nylon wire mesh bag fitted on panels and fan
guards with duster. Use of vacuum cleaner is excellent in such areas.
iii) Also remove dust/dirt from under the berths, window sill, sliding door, railing corner and all
corner & crevices of coach interior with vacuum cleaner if provided.
iv) Ceiling panels, wall panels, cushion berths, fittings, table top, etc. should be cleaned with duster
and stain marks on these should be removed by use of recommended soft detergent.
v) Aluminum frames, strips, and other metal fittings, etc. should be cleaned with recommended
cleaning agent.
vi) FRP window frames, louvers, etc. should be cleaned with recommended solution and rubbed
out by nylon brush or sponge /duster to remove stain marks.
vii) Alarm chain handle and its holding bracket should be washed and cleaned.
viii) The coach flooring should be rubbed with hard coir brush and PVC flooring should be rubbed
with nylon bristles/sponge brush and cleaned with recommended cleaning agent.
ix) In AC coaches, the amenity fittings and toilet fittings such as coat hanger, stools, arm rest, foot
rest, towel hanger, etc. should be cleaned with duster. Stains on these items should be removed
with recommended detergent solution.
x) The compartment carpet should be cleaned with vacuum cleaner. Every month, the carpet
should be cleaned thoroughly by taking it out from compartment and if necessary they should
be dry cleaned in every three to four months. Before re-laying the carpet, the compartment
floor should be thoroughly cleaned.

42
 xi) Spray recommended air freshener in the coach. No employee should be allow to enter the
coach for any purpose/work after complete cleaning
xii) Curtains in the AC Coaches and Tourist Cars should be removed for periodical washing and
cleaning. Faded and damaged curtains should be replaced on condition basis.
xiii) Precaution should be taken to prevent nuisance of cockroaches in AC coaches and pantry cars
by periodical spray of recommended insecticides
xiv) No repair works on Electrical train light/fan/AC) or Mechanical account should be left to be
carried out after washing and cleaning of the coach.
f. Internal Cleaning of GS, SLR
i) Cleaning of GS, guard and passenger compartments of SLR should be done as mentioned above
wherever applicable.
ii) If necessary clean the wooden seat and their frames with recommended detergent solution and
water.
iii) Interior surfaces of parcel and luggage vans should be cleaned with recommended detergent
and water.
g. Cleaning of buffers and screw couplings
i) Buffer plungers should be scrubbed with a scraper to remove dirt and muck. Thereafter, they
should be wiped clean with cleaning oil and rubbed with coir rope.
ii) Screw coupling threads should be cleaned with wire brush to remove all dirt and dust.
Thereafter, it should be cleaned and given a light coat of oil. Oiling should be done on slack
adjuster also.

SAFETY & AMENITY FITTINGS

The fittings which are provided inside the coach for Luxurious & Comfortable & also for non-
strenuous journey are called as “Amenity Fittings “.
Safety Fittings:- The fittings which are fitted in the coach for safety of passengers & their luggage
are called as “ Safety Fittings “.
Compartment:-
Amenity Fittings AC 1st Class 2nd Class Sleeper
Coach Coach Coach Coach
Folding or Fixed Table Y Y N Y
Tumbler Holder Y Y N N
Waste Paper Basket Y N N N
Mirror with Shelf below Y Y N Y
Coat Hook Y Y Y Y
Foot rest for Y Y N Y
upper Birth riding
Fans Y Y Y Y
Upper Birth Y Y N Y
Luggage Racks Y Y Y Y

43
Light in Compartment Y Y Y Y
Furnishing Fittings:-
Shower Bath Y Y N N
Washbasin Y Y Y Y
Towel Rail Y Y N N
Push Cock & Lota Shelf Y Y Y Y
Commode Rail Y Y Y Y
Mirror & Shelf Y Y Y Y
Bottle Opener Y N N N
Liquid Soap Container Y N N N

Safety Fittings:- AC 1st Class 2nd Class Sleeper

Coach Coach Coach Coach
Luggage locking wire Y Y Y N
Alarm Chain Y Y Y Y
Upper Birth Safety Rail Y Y N N
Doors latch & cutch Y Y Y Y
Doors Y Y Y Y
Window Shutters Y Y Y Y
Fire Extinguisher Y N N N
Commode Rail Y Y Y Y
Vestibule Safety brackets Y Y Y N
Window Safety Bars N Y Y Y

BRAKE POWER CERTIFICATE (B.P.C)

This is certificate jointly signed by guard, driver and C & W supervisor prepared in triplicate
by C & W supervisor after ensuring vehicle attached in train is fit to run and required amount of
vacuum/pressure is maintain in engine and brake van/last vehicle. It contains train no., engine
no., load, break up of load, brake power of the train, amount of vacuum/pressure in engine and
brake van and first and last two vehicles number respectively.
Revised format of BPC for coaching trains was advised vide board’s letter No.98/M(C)/137/19 Pt.
dated 25.08.06 S121/2. As detailed below, certain practical situations/limitations where in the
original BPC become invalid, need to look into:-

(i) Two trains starting from different stations and amalgamating into one train at an enroute
station.
(ii) Train originating from one station and disintegrating into two /more trains at an enroute
station

44
(iii) Trains requiring revalidation of BPC as per provisions of RPC-4 category 3 (a) , 3(b) and 4
at terminal station or wherever train engine is changed at enroute station, If no TXR staff
is posted at such station.

To take care situation as above, it has been decided that.

(a) For trains as in (i) above The BPCs for individual trains shall be clubbed at the intermediate
amalgamating point, revalidated and the train worked up to the destination.
(b) For trains under the category (ii) above, the originating station shall issue separate BPCs for
all the trains which are to be formed after disintegration at any intermediate station. At the
intermediate station the respective BPCs shall move along with the train after revalidation.
(c) Whenever revalidation of BPC is to be carried out at NONTXR station, It is proposed that the
exercise be carried out jointly by Guard and Driver as is prevalent for GDR checks of freight
For the purpose of checking brakes continuity and revalidation of BPC, whenever required ,
it must be ensured that the value of BP,FP in the locomotive and the rare most brake van are
recorded afresh each time whenever the train engine is changed or the rake composition is
altered.
There are four types of B.P.

Description Colour Brake Power % Validity Remarks

Coaching Train White 100% Max. 3500 Km
Vacuum Bk. Pink 85% 800 to 1000 Km
Safe to run
exam. (Goods)
Ordinary Green 90% OneTrip/upto destination
Intensive exam
Premium Rake Green 95% 12+3 days
exam
CC Rake Yellow 100% -ordinary i)4500 Km or 20 Days
For – spl. class ii)6000 ,, ,, 30 Days
For–A-spl. class iii)7500 ,, ,, 35 ,,

The level of the air pressure/vacuum on the train engine and the brake van gauges as well as the
percentage of operative cylinders should be recorded on a prescribed certificate and signatures of
the driver and the guard of the train should be obtained by the Engineer (C&W) as per the
procedure laid down by each Railway. No train should be allowed to leave with an
inoperative/defective Brake cylinder on any coach after pit attention. Trains which have been
attended on pitline should have 100% brake power. Trains which are attended on platform or
where secondary examination has been dispensed with or enroute should have minimum 90%
brake power.

45
Indian Railways Annexure 1.1
BRAKE POWER CERTIFICATE

1. Date 2. Station/Railways
3. Train No. 4. Load
5. Engine No. 6. Attached at
7. Vac./Air 8. Vac/Air Pr. on Air Pressure Vac. cms
(kg/cm2) of Hg
[Link] Departure
FP BP
In Engine

9. Pressure of Brake Power In Brake Van

Air Brake Train 100%

Vacuum Brake Train

9. A.i) Total No. of brake/Vac/Cylinders

No. of operative Brake Vac. Cylinders

10. Individual numbers of two coaches next to the Engine and at rear in case of Vacuum trains
and of 4 middle coaches also in case of Air Brake Trains
Engine end Rear end
Middle

“THIS CERTIFICATE IS VALID PROVIDED THE RAKE INTEGRITY IS NOT BROKEN OR CHANGED , OR THE
TRAIN ENGINE IS NOT CHANGED . IF RAKE INTEGRITY IS BROKEN OR THE TRAIN ENGINE IS CHANGED , THIS
CERTIFICATE SHOULD BE REVALIDATED BY ENGINEER (C&W) THROUGH ENDORSEMENT IN THE COLUMN
PROVIDED ON REVERSE AFTER ENSURING BRAKE CONTINUITY , PROVIDED THE COACH(ES) BEING ATTACHED , IF
ANY HAVE BEEN MAINTAINED AS PER EXTANT INSTRUCTION.”

Driver’s name & signature Guard’s name & signature Engineer (C&W)(Space
for enroute endorsement & Driver’s remarks on the reverse)

46
11. Driver remarks & en route endorsements by Engineer(C&W)

Station/ Engine No. of vehicles without brake power Percentage Signature

Rly. No. Isolated Malfunctioning Brake of brake of
Where D.V. SAB Rigging Power Engineer
examined

IMPORTANT
9. The incoming Driver shall handover the certificate to relieving Driver. If he is leaving the
train without relief, it shall be deposited with the authority nominated to receive it, who
will give it to the outgoing Driver.
10. The outgoing Driver & Guard will satisfy themselves from the coach nos. given in item 10
that the certificate pertains to their train.
11. It is responsibility of the Driver of train to satisfy himself that the brake power certificate is
proper and valid, before working the train shall handover the certificate to relieving driver.
If he is leaving the train without relief, it shall be deposited with the authority nominated
to receive it, who will give it to the outgoing Driver.
12. For the all types of coaches fitted with air springs in secondary suspension, all air springs
should be in inflated condition. In case one or more air springs are in deflated condition,
they should be isolated by isolating cock for air springs. Speed restriction of 60 kmph shall
be imposed until the condition of air spring is rectified.

Brake Van Equipment: Similarly, other brake van equipment for which Mechanical Train
Examining staff is responsible to supply, should be provided according to the instructions of each
Railway. As per RDSO's letter no. MC/CB/28 dt. 19.5.2000, racks have to be provided in the SLRS
for provision of portable control telephones, portable train lighting equipmens, portable fire
extinguisher, wooden wedges/skids and stretcher. Railways can modified existing emergency
equipment rooms in the guard's compartment to provide racks for keeping the above mentioned
items except fire extinguisher
In view of emergency use, all originating trains should be provided following items in front
& rear SLRs:-
i) Fire Extinguishers DCP type -in engine (to be supplied by Loco Shed) Fire
Extinguishers DCP type in AC Coach, SLR, Pantry car (to be supplied by C&W)
ii) Wooden Wedges (To be supplied by C & W)
iii) Wooden or Steel Ladder (To be supplied by Operating dept.)
iv) Stretcher (To be supplied by Medical dept.)
v) First Aid Box (To be supplied by Medical dept.)
vi) Electrical Box (To be supplied by ETL dept.)

47
vii) Field Telephone Set (To be supplied by S & T dept.)
Formation Of Block Rake: For the purpose of maintaining the coaches & rakes in good condition &
to avoid public complaints the Chief Mechanical Engineer in consultation with the Chief Operating
Superintendent Of The Railway shall form BLOCK RAKES for each of the long distance trains & the
inter railway trains & also nominate spare of coaches adequate no. of the block rakes to replace
sick block rake coaches.
Destination Board: Each coach on originated rake should be provided with destination board of
approved size by the Primary Maintenance Depot.
Fire Extinguisher: Approved type of Fire Extinguishers should be provided on all originating trains
according to number prescribed by railways in Brake Van, Postal Van, Dining Cars AC Coaches etc.
These fire extinguishers should be periodically checked after every 3 months & completely refilled
after 1 year.
These Fire Extinguishers should not be overdue for testing & refilling.
Deficiency Rolling Stock (DRS) For Coaching Stock: Railway should devise system for detecting
deficiencies. Reports of deficiencies/defects in Rolling Stock (DRS) reports in the Performa should
be prepared for each mail/express/passenger originating train in duplicate by the Engineer (C & W)
Electrical (TL) and should be signed jointly with the RPF representatives. Reports for mechanical
deficiencies should be prepared on specified Performa and may be altered by each Railway on the
basis of the items most prone to theft on their system. This should be done soon after the
maintenance of the rake is complete in the sick/washing lines. In case the train starts from the
platform itself, these reports should be prepared by jointly by C & W and electrical department.
DRS Cards should be prepared in duplicate in which original copy is kept as a record copy and
carbon copy is handed over to train guard. After the coaches have been jointly checked. And DRS
reports have been made, the coaches should be pad locked/key locked and the key and report
should be sent to the platform Engineer *(C & W)
Coach Maintenance History Card: Every coaching depot shall have computers for maintaining the
coach maintenance history in a software programmed which should be compatible with the
programmed of the coaching workshop.
The “Coach Maintenance History Card” (MHC) for each of its coaches. The card will contain
records of maintenance schedules including POH and special repairs in shops. It will also show the
history of the coach from the time the coach is placed in service will its condemnation and will give
details of all major repairs wheel changing bogie changing etc.
The complete history book of each coach, consisting of maintenance history cards, date
card, trial card etc. will however, be maintained by the base workshop. When a coach is sent for
POH or special repairs, a copy of its maintenance history card should be sent by its base depot to
the workshop for record in its complete history books.

48
 INDO – GERMAN MODIFICATIONS
Description Of Modification:These modification were adopted with the technical guidance of
German team so that known as Indo- German modification are as under :-
1. Use of nylon 66 bushes with case hardened N5 ground finish Class-ii pins:- previously resin
bushes with N7 ground finish class -2 pin were used.
2. Modified design of brake shoe key and brake shoe
head, previously width of the slot of brake shoe
head was 60mm,it is reduced to 50mm .In new
design of brake block key ,the camber is increased
and length is decreased .
3. Provision of safety wire rope arrangement
for brake beam., previously G shape safety
brackets were used with brake beam but
now wire rope safety brackets are used
which are safe with less provability of
breakage.

4. Fitment of modified brake block hanger

in increasing length 235 mm from 205
mm. Length of the hanger is increased
resulted no climbing cases of brake
beam over to wheel .

5. Provision of modified lever hanger pin.

The width of the hexagonal head bolt is
increased from 46mm to 51 mm to avoid
inserting provability of hexagonal head
bolt in z arm bushing dia.

6. Fitment of equalizing stay rod of 16

ton axle load also in 13 ton axle
load bogies. With the fitment of 16
tone capacity equalizing stay rod
breakage chances are reduced.

49
7. Provision of rubber stopper for
hexagonal head bolt. Rubber pads of 10,
20, 35, 45mm with 4mm thick
compensating rings are being utilized to
maintain the A clearances in ICF bogie.

8. Slack adjuster articulation arrangement.

It was the modification for vacuum
brake coaches to avoid failure of SAB due
to bending effects during negotiation on curve.

9. Provision of locking arrangement of axle box guide. To

prevent the dropping of guide cap in pot, now a days
integral type guide with cap are being utilized.

10. Use of integral type of buffer false plate for reclamation.

In this modification the process of flat buffer reclamation
is given.
11. Use of high capacity buffer pads. In this modification high capacity buffer pad of 1030 kg m
is utilized, no use of 515 kg m capacity pads is recommended.
12. Dimensional check report for bogie covering the aspects of avoidance of welding joint
under axle guide. Under this modification the square ness of bogie should be checked by
work shop staff on arrival of coaches for P.O.H.

13. Modified brake beam for air brake coaches and

testing procedure. Under this modification only
16 t capacity brake beams are to be used in 16
& 13 t bogies.

LATEST MODIFICATION ON COACHES

1) Change in securing arrangement of anchor link,
similar as in Fiat Bogie.
2) Use of Hopper type Shutters in place of foster Shutters.
3) Provision of ventilator with Arc shape fins with LAV for proper circulation of Air.
4) Provision of Resetting Handle on in panel for the resetting of ACP.
5) Increase of hole diameter in PEAV from 4 to 8 mm.
6) Provision of APD for Guard van valve and its handle.
7) Reduced of width of brake shoe head by 5 mm from inside.

50
 RIDING INDEX

Ride Index: It has been found that human sensations are dependent on acceleration, rate of change of
acceleration (impulse) and displacement. In other words, the product of these values could be used as
measure of comfort/discomfort.
Riding is a quality of comfort experienced by passenger, depends not only upon acceleration, rate of
change of acceleration & vibration but also some other factors as like noise, moisture temperature etc.
Calculation Formula given by Dr. Sperling,

 b3
Ride Index = 0.896 10 F f 
f
where:
b : Amplitude of acceleration
f : Frequency of acceleration
F(f) : a correction factor dependent on the frequency

Note: The accelerations referred to above are vehicle body accelerations, vertical or lateral,
measured on the floor level just above the center pivot location.

The ride index is just a number with no units and its value gives us an indication of the riding
comfort of a vehicle. The index is easily calculable during field trials by measuring the
vertical/lateral accelerations using standard accelerometers.

Ride Index gradations are as follows:

RI Appreciation Fatigue Limit
1.0 Very Good >24 Hrs
1.5 Almost Very Good -Do-
2.0 Good -Do-
2.5 Nearly Good 13 Hrs
3.0 Passable 5.6 Hrs
3.5 Still Passable 2.8 Hrs
4.0 Able To Run 1.5 Hrs
4.5 Not Able To Run 45 Mts.
5.0 Dangerous 15 Mts.

RI criteria applicable on Indian Railways:

Preferred Limit Max.
Coaches 3.25 3.5
Wagons 4.25 4.5
Loco 3.75 4.0
EMU/DMU 4.0
The ride index as described above gives the average riding quality of a vehicle over the chosen
length of track (generally one kilometer). However, individual acceleration peaks also have an

51
 effect on the comfort of the passengers. Accordingly, limits for maximum acceleration values have
also been laid down for coaches and locomotives. For details, the Third Criteria Committee Report
of RDSO may be referred.

The Following Measures Should Be Given to Maintain Ride Index in ICF coach:-
1. By proper checking of primary suspension arrangement.
 Checking free height &height variation.
 Telescopic hydraulic dash pot & oil level in it (1.6 liters in modified & 1.4 liters in non-
modified).
 Gap between safety loop & axle box lug should be within limit i.e. 40 mm (old 20 mm).
2. Proper pairing of springs on secondary suspensions.
 Free height of spring should be within limit.
 Ensuring proper working of shock absorber.
3. Proper checking of side bearer, oil & bearing piece should be within limit.
 Oil quantity should be 2.0 liters.
 Thickness of bronze piece should not be less than 42 mm ( 45 mm – new size)
 Thickness of metal piece should not be less than 8.5 mm ( 10 mm – new size)
[6 mm dia hole is provided at the centre of bronze piece for better lubrication / working]
4. Proper checking of silent bushes fitted in bolster for proper matching of centre pivot.
5. Proper checking of buffing gears.
 Proper contact of buffer plunger.
 Plunger stroke should not be more than 127 mm & less than 51 mm.
 Wear on rubber pads should be within limit.
 All securing bolts & nuts should be properly fitted.
6. Proper checking of draft gear.
 Wear on rubber pads / coiled spring should be within limit.
 Coupling should be in proper tight position.
 Other securing nuts, washers, cotters also should be in proper position.
7. There should be proper bushing of anchor links. Checking of silent bushes therein.
8. By checking silent bushes working / clearance of self-alignment double row spherical roller bearing.
9. All break gear pins should be provided with proper bushing.
10. SAB curdle roller should be lubricated.
11. Piston should be proper working condition, means piston travel should be uniformly, and it should
not be sticky.
12. Berth should be provided with Dunlop cushioning.
13. Dynamo pulley & belt should not be loose.
14. It should also be ensured that there should not be any wheel defect as like flat faces (not more than
50 mm) deep flange, skidded wheel, sharp flange, thin flange.
15. In excess of this the Ride Index also can be improved by ensuring p/way maintenance, signal
aspects & engine man ship of the driver.

52
 LHB – COACHES
Linke Holfmann Busch GMBH – German

Need for new technology- : Indian railway has been manufacturing passenger coaches of
“Schlirien” design for more than last 50 years.
Although continuous efforts were being put to upgrade these coaches, but a need was
always felt to imbibe technology in-use developed countries so as to affect a quantum jump in
quality of coaches.
“M/s AlstomLHB” are one of the leading manufacturer in transport sector having presence in most
of the European countries.
Coaches manufactured by them are running in many countries across the world.
For this contract the bogies were designed and made by M/S FIAT, Switzerland which is
now a part of Alstom group.
LHB coach body is designed and manufactured by leading German company Linke
Holfmann Busch GMBH and bogies are designed by FIAT Switzerland. Combination of Coach of
LHB and Bogies is known as Alstom LHB Coach.
HOW IT BENEFITS RAILWAYS
A longer coach: LHB coaches are approximately 2-meters longer than the conventional ICF type
coaches. This means “more travel space” “increased seating capacity”, “wider bays and
doorways” etc.
A lighter coach: Per meter length, weight of LHB coach is approximately “10%” lesser than the
conventional coach. This not only means lower haulage costs but also less wear and tear of the
coaches and track.
A higher speed coach: LHB coaches are designed to run at a maximum speed of 180 kmph. Even
for speeds of 200 kmph, no major changes are required.
Lesser maintenance:
 Use of superior materials with longer life.
 Superior braking with Wheel slide protection (WSP) system based on microprocessor if the
variation of speed of wheel of a Coach is more than 10 kmph. Brakes of the particular

53
 coach are released automatically by microprocessor unit till it is again reset. It protects the
brake binding of the Coach.
 Bogie with less moving parts.
 Items of wear & tear shall not require replacement/renewal before 10lakh km.
 Use of stainless steel and less bogie moving parts shall reduce maintenance requirements.
 Entrance doors flush with side wall allowing automatic car washing.
HOW IT BENEFITS THE PASSENGER
Better ride quality
 Improved ride comfort - ride index reduced from over 3. 0 to 2. 5 at a speed of 160
kmph.
 Plush interiors of international standards.
 Improved air-conditioning through better duct designing & humidity control.
 Bigger size sealed windows filled with “argon” gas for a panoramic view & heat
insulation.
 Modular “oriental” & “western” style toilets with Controlled discharge toilet system
(CDTS)This system works on electro- pneumatic principle where in, the waste generated
from the coach lavatories during run is collected in a retention tank and is disposed off far
away from the city limits on meeting certain predefined conditions .
 To avoid soiling of station premises.
 Well-equipped pantry with hot cases, deep freezer, bottle coolers etc.
 Flush type swiveling berth reading light.
 Polycarbonate transparent centre tables.

54
More safe: Safety of passengers is of paramount importance, so a number of precautionary
measures have been adopted in LHB design coaches , like :-
 Four emergency exit windows for faster passenger evacuation during emergencies.
 Wider vestibule design for smooth inter coach movement.
 Convenient to operate emergency alarm pull operation and fire- retardant furnishing.
 Tight lock centre buffer coupler makes coaches anti-climbing
 Crashworthiness.
DETAILED DESIGN FEATURES OF LHB COACHES
 Length over body - 23540 mm
 Max. Distance between
Inner wheels- 12345 mm
 Max. Buffer drop - 75 mm
 Max. Tare weight - 40.29 t
 No of passengers - 78 (Chair car)
-56 (Ex. Chair car)
 Test speed potential- 180 kmph
 Ride index of coach - 2.5 to 2.75
 Maintenance criteria - Items of wear & tear not require
replacement / renewal before 1 million km
 Use of stainless steel and less bogie moving parts reduce maintenance requirements
LHB CONVENTIONAL ICF
 Test speed potential - 180 kmph 140 kmph
 Fit to run at - 160 kmph 130 kmph
 Ride index of coach -2.5 approx 3 approx
 No major changes required for 200 kmph
COACH SHELL
 Stainless steel material
o Sidewall & roof structural members in ferritic steel
o Sidewall and endwall sheets of ferritic steel
o Roof sheet & trough floor in austenitic steel
o IRSM-41 steel for all other structural members.
 Structural joints
o Inter-locking joints of vertical &
horizontal members

USE OF COMPOSITE MATERIALS

 “Alucobond” Lavatory Ceiling Panel &
Aluminium Honey Comb Partition
Panels

55
 o Improved aesthetics
o Very good surface finish
o Corrosion resistance
o Better rigidity
o Higher strength to weight ratio
o Can undergo processes such as rolling,
bending, cutting, welding etc. Without loosing out on it’s properties
 Flooring Boards - Cork Sandwiched Between Compreg To Absorb Noise

56
SIDEWALL TO UNDER FRAME JOINT
 Turn under has been eliminated
 Clear approach for sand blasting and painting
 No accumulation of water and muck
 Pillar rests on solebar as compared to load transfer through a vertical welded joint in
conventional. Coaches

SHELL CORROSION PROTECTION

 Weld able aluminium paint to avoid bi-metallic corrosion
 Sand blasting and immediate painting
 Noise & corrosion protection coat “BARYSKIN V60DB” sprayed on shell interior
 “resonaflex-alu” insulation avoids water collection

57
SUPERIOR INSULATION
 BARYSKIN V60DB” or eq. Sound insulation PU paints on full coach shell interior, provide
anti drumming sound insulation as well as corrosion resistance
 Sound insulation of 31 dB
 Coating of 2-3 mm thickness in the coach interior, 6-8 mm in body bolster area
 Extremely good fire retardant of class Sr-4 to DIN 5510

BOGIE DESIGN FEATURES

 Adaptation of latest design for improved ride comfort.
 Designed for operating speed of-160 kmph , tested at 180 kmph and has a potential for
operation upto - 200kmph.
 Structurally superior “y- frame” bogie construction making it lighter and yet stronger.
 Improved primary and secondary suspension for smooth and comfortable riding, obtained
by use of flexicoil spring.
 Difficult to maintain dash-pot in ICF coach has been eliminated.
 Extensive use of electrometric rubber-metal components
 Equipped with hydraulic shock absorbers conforming to UIC standard with higher life cycle
rating.
 Axle guidance is provided by an articulated control arm through a resilient bush which will
give better negotiation on curves.
WHEELS, AXLE AND BRAKES
 Forged wheels to IRSR-19 of 915 mm dia. Max usable worn dia -845 mm.
 Forged axles.
 Cartridge taper roller bearing for axles of “TIMKEN make”.
 Graduated twin pipe release axle mounted disc brake with “EP” feature.
 Passenger alarm system available with 19 mm choke.
COACH INTERIORS
 Ergonomically designed seats as per Indian anthropometric data.

58
  Large windows with good visibility.
 Aluminium luggage racks with inbuilt reading lamps.

 Insulation against noise.

 Use of fire- retardant FRP for paneling.
 Hand-safe feature in all automatic sliding doors.
 Anti-skid PVC flooring.
 UIC vestibules and auto closing vestibule door.
COACH INTERIORS
 Seats have powder coated aluminum frame. Seat cushion & back-rest of moulded “PU
Foam”. Gas spring used for reclining mechanism.
 16 mm sandwich of “macore wood & cork” has been used as floor panel. This is light
weight, water & impact resistant.
 Controlled discharge toilet system (cdts) has a micro - processor controlled
intermediate waste tank which discharges waste only at speeds above 30 kmph.
DOORS:
 LHB coach has :
o 4 body side doors
o 2 compartment doors
o 3 lavatory doors
o 2 vestibule doors
o 1 pantry door
o 2 roller shutters for pantry storage area
 Hinged type swing sandwich doors
 Stainless steel body filled with Phenolic resin for better heat insulation
 Inside panel of door made up of “FRP”
 Provided with sealed window glass unit.

NEW DESIGN OF LAVATORY DOORS

 No interface with door frame
 In built micro switch for WC indicator
 Breakage free sunk-in handle for pulling the
door
 Forked latch for keeping the door closed
when not in use
SEATS
 78 seats in Second AC Chair car and 56 seats in Executive class chair car
 Fitted with table in the middle of the coach resulting in all seats not facing in one
direction.

59
  Seats have powder coated aluminum frame. Seat cushion & backrest of moulded PU foam.
Gas spring used for reclining mechanism.
 Ergonomically designed seats with adjustable back rest
 Fitted with better quality of upholstery and woven roving for better fire characteristics
 Provided with 3 step foot rest, snack table, magazine bag and bottle holder.
 Provided with coach attendant seat in entrance area

LUGGAGE RACK:
 Made from Aluminum extrusions lengths and
tempered safety glass
 Can with stand distributed load of 1000 N (100
kg) per meter length
 Halogen reading lights, for individual seats,
fitted into outer extrusion and wiring hidden by
polycarbonate cover
 Provided with movable coat hooks
PASSENGER EMERGENCY ALARM:5 passenger emergency alarms per coach have been provided
at following locations(2 in passenger compartment & 3 in lavatories)
WINDOW UNITS: Three types of windows have been used in LHB coaches:
 Fixed window - 12 Nos.
 Emergency open-able window- 4 Nos.
 Hopper type window for lavatory - 3 per coach

EMERGENCY WINDOW HOPPER WINDOW

FORLAVATOTRY
SEALED WINDOW GLASS UNITS: The window glass unit characteristics are:
 K value not less than 1.6 W/m2K. Where ‘K’ value gives the heat insulation power of the
glass, i.e. the quantity of energy which passes through it under well defined conditions.
 Transparency > 39 %
 Reflection > 40
 Total energy absorption < 21%

60
  The sealed window units consist of 8.4 mm outer laminated and 4 mm tempered inner
glass with 6 mm Krypton/Argon gas filled.
EMERGENCY OPEN ABLE WINDOW:
 It is similar to the fixed unit.
 Four units are provided each coach to allow emergency evacuation of passengers
 A handle connected to the rubber profile opens the glass unit of the emergency window
WATER TANKS:3 types of water tanks are provided in LHB coach:
 685 liters: 2 stainless steel water tanks of 685 liters capacity each. These tanks are
installed in under frame are fixed with frames and are secured by safety belts. These
tanks constitute the fresh water reserves in the passenger coaches. Water level
indicator has been provided in these tanks.
 450 liters: One stainless steel water tanks of 450 liters capacity. These tanks are installed
in under frame, fixed with frames and is secured by safety belts. This tank installed in the
under frame constitute the fresh water reserves for the generator car.
 30 liters: 3-stainless steel water tanks of 30 liters capacity installed one in each lavatory in
the roof and are continuously fresh-water-fed by means of pumps. They maintain the good
running of water supply of the barometrical capacitor at each station. These tanks are
installed alone and are fixed with 2 supports which are equipped with belts.
COACH LIGHTING:
 Fluorescent tubes 18 watts
 Incandescent lamps 10 watts ( for night light and pantry)
 Halogen lamps 10 watts ( reading lights )
Fluorescent tubes used as general lighting, vestibule , toilet , pantry and emergency
working at 110 volts AC/DC with inverter and with polycarbonate diffusers
Technical data of the inverter for fl. Lamp ( size - 48x36x252 )
Nominal input voltage 110 V AC/ 50 Hz ( 88 -138 v range )
Technical data of the inverter for reading lights ( size - 36x31x296 )
Nominal input /output voltage 110 VDC / 12 V DC
Power 60 W / 12 V

CRASH-WORTHINESS:
 In Order To Prevent Injuries And Causalities Due To Second-Anti Collisions Of Passengers
With Objects And Fittings Inside The Passenger Coaches, Various Features & Modifications

61
 Have Been Incorporated Inside Coaches Like All Fitting’s Nooks And Corners Eliminated
And Coated With Poly-Urethane Foam
 Re-designed for energy absorbing coach ends, which collapse in a planned manner under
any impact, keeping the passenger area intact.
 “FRP doors” to aid collapse at door-way level.
 Buffer mounting area with a box structure, which will ensure end to end contact between
the colliding coaches & improve chances of energy absorption in the coach ends.
 Modified “CBC draft gear” with crush element as “honeycomb energy absorber”.

FIAT BOGIE

 Design obtained from M/S Alstom-LHB,

Germany as part of LHB-TOT contract
 Adapted at RCF for various coach variants
 Fit to run upto 180 kmph
 Superior ride quality
 Bump stops in primary and secondary
suspension
 Miner pads in secondary suspension
 Yaw, lateral and vertical dampers
 Nested spring sets with 2 helical and one
rubber spring in secondary
 Less wear and tear

62
 BOGIE FRAME
 Solid welded frame -steel sheets(ST-52)
and forged,steel cast parts to material
GS20MN5V;DIN 17182 (weldable).
 Two side frames connected by two cross
beams -support brake units.
Various brackets on frame.
 The bogie frame rests on the primary
suspension spring units and supports the
vehicle body by means of a bolster beam.
The bolster beam is connected to the
bogie frame by secondary suspension.
Primary suspension
 Two coil springs, one vertical damper, articulated control arm, elastic joints connecting
the axle bearing to the bogie frame
 Better curve negotiation.

Wheel and Axles

 Two brake disks (4), diameter 640 mm and width 110 mm.
 Two wheel disc of tread dia 915 (New), 845 (worn).
Dimensions of wheel set:

63
 Wheel diameter: New wheel dia 915mm, worn wheel dia 845mm
Wheel Re-profiling and balancing:
 Dynamic balancing 320rpm
 Less that/equal to
50gm.m
 Glue the needed
weights.

Bearings
 Taper roller
cartridge type
bearing
 Pre-assembled unit.

 Maintenance free-
overhaul 1.2 million
km.
 Sensors for
detecting speed
DISC BRAKE SYSTEM
 Axle mounted disc brake
 Two discs per axle of dia640
 Inbuilt slack adjuster in brake cylinders
 35mm brake pads

64
SECONDARY SUSPENSION
 Nest of flexi-coil springs inner and outer, rubber spring and secondary pad
 Vertical dampers
 Lateral dampers
 Yaw dampers
 Anti-roll bar
 Anchor Links

PRINCIPLES OF FORCE TRANSMISSION

 Vertical forces: Body-secondary springs-bogie frame-primary springs/ball joint control
arm-axles.
 Lateral forces: Body-Secondary Springs-Bogie Frame-Ball Joint Control Arm-Axles.
 Longitudinal traction efforts and braking powers: Body-Traction Centre-Traction Rods-
Traction Lever-Bogie Frame-Control Arm-Axles.

Curve Negotiation:An Articulated Control Arm (SGCI TO IS:1865) Is Connecting Axle Bearing And
Side Frame Through Elastic Connection, Which Will Provide Flexibility Between Axle And Side
Frame.

Fiat Bogie Frame Fabrication: Sequence of Operations.

 Stage-I: Fitting of top flange, bottom flange, web and 6 ribs
 Stage ii: Fitting of control arm bracket, inside stiffener, brake head bracket, bkt for
vertical damper.
 Stage iii: Robotic welding of above items.(mfr. M/S IGM ROBOTER system as Austria)
 Stage iv: Yaw damper assembly Bkt. & curve roll link Bkt. Tacking.
 Stage v: Full welding of bogie frame on manipulator
 Stage vi: Flame straightening of side frame.

SALI
ENT
FEA
TUR

65
Speed limit:Up to 160KMPH without any modification & up to 200KMPH with minor modification
Riding index for Chair car: VERTICAL - 2.75 & LATERAL - 2.5

Comparison of salient features of fiat bogie against I.C.F. Bogie

S.N. I.C.F. FIAT
1 Speed=140 Kmph Max operating speed=160 kmph
tested speed=180 kmph
Potential for operation=200 kmph
2 Bogie Frame I Type H Type Construction
3 Wheel Base =2896 Mm wheel base = 2560 mm
4 Wheel Dia =915 Mm 915 mm(new) 845 mm (worn)
5 Clasp Type Brake Axle Mounted Disc Brake
6 Spherical Roller Bearing Tapered Roller Bearing
7 Primary Single Spring Primary nested spring =2 nos.
8 Limited Noise Control Features Noise Controlled By Using Thick Rubber Pad
9 Secondary spring on L.S. Beam Secondary spring directly mounted on side
frame (no L.S. Beam)
10 Coach Load Is Transferred Through Through bogie body connection to side frame
Side Bearer (100%) via sec. Springs.
11 Center Pivot Transfer Traction And Pivot assembly on transverse beam and
Shock Load bracket on dome take traction/ braking,
shock load.
12 Ride Index Transverse=3.5 Transverse=2.75
Vertical=2.5 vertical=2.5
13 Anti roll bar has not been Anti roll bar has been provided to curb the
provided. tendency of roll.
14 Maintenance. Reqd. Very little maintenance. In P.O.H.
1)axle box guide arrangement
2)spherical roller bearing
3)clasp bearing
4)more pin joints
15 Weight Of Bogie=6.2 T Weight Of Bogie=6.3 T

66
MAINTENANCE SCHEDULE: Periodic Maintenance Expiration And Operations Summary

67
HYBRIDCOACHES

68
Hybrid Coaches
Introduction: A mixed type coach where the body is utilized on LHB pattern and the bogie on ICF
pattern is being utilized to reduce the original cost as well as for easy maintenance, that mixed
coaches are known as HYBRID Coaches.
Reasons For Adoption Of Hybrid Coach:
 In LHB Coaches LHB coach body on German Technology and FIAT Bogie on Switzerland
Technology are utilized. The total cost of LHB coaches imported was approx. 3.75 crores
and cost of RCF manufactured are approx.2.75 crores whereas initial cost of Hybrid coach
[Link]/coach.
 Now a days these coaches are being utilized in Duronto Rakes.
 Critical maintenance of FIAT Bogie.
 Higher carrying capacity due to longer length.
 To obtain Self-Generating system and to avoid one number extra coach as power car in the
rake.
Modification in ICF bogie for hybrid coach:
 Provision of Air Spring Suspension spring on secondary suspension in place of Bolster coil
spring.
 Use of modified Lower Bolster plank.
 Shifting of position of vertical shock absorber on secondary suspension.
 Elimination suspension link, pin and stone on secondary suspension.
 Elimination of equalizing stay rod.
 Use of lateral shock absorber.
 Provision of Bogie mounted air brake system.

Salient Features:
 Stainless steel shell, weight is reduced by 10% per meter. .
 lCF Bogie with Air Spring
 Provision of H-Type tight lock coupler with Ant climbing feature.
 Provision of CDTS system.
 Conventional Electrics -AC-unit &control panels
 Conventional interior furnishing
 SS Partition frames
 Floating floor with sound insulating board –LHB type
 Sound Insulating paint
 Entrance doors and windows are wider
 Fire barrier sliding vestibule door
 More safer due to H-Type tight lock coupler
 Material as per upgraded Specifications
A longer coach: LHB coaches are approximately 2-meters longer than the conventional ICF type
coaches.

69
This means “more travel space” “increased seating capacity”, “wider bays and doorways” etc.
A lighter coach: Per meter length, weight of LHB coach is approximately “10%” lesser than the
conventional coach. This not only means lower haulage costs but also less wear and tear of the
coaches and track.
Coach Shell:
 Stainless steel material
 Sidewall & roof structural members in ferritic steel
 Sidewall and endwall sheets of ferritic steel
 Roof sheet & trough floor in austenitic steel
 Irsm-41 steel for all other structural members. 6 mm sole bar.
 Structural joints
 Inter-locking joints of vertical & horizontal members
Roof –Corrugated:
 Corrugated roof sheet spot welded to
z-section roof arches
 Uniform height of arches along it’s
length
 Roof weighs only about 1000 kg as
against 1300 kg in conventional
coach
Interlocking joints:
 Positive interlocking between all
horizontal and vertical members
 Better strength, reduction of side
wall thickness to 60mm from 90 mm,
better geometrical integrity
Better Riding Quality:
 Plush interiors of international standards.
 Improved air-conditioning through better duct designing &humidity control.
 Bigger size sealed windows filled with “argon” gas for a panoramic view & heat
insulation.
 Modular “oriental” & “western” style toilets with “CDTS” to avoid soiling of station
premises.
 Well-equipped pantry with hot cases, deep freezer, bottle coolers etc.
 Flush type swiveling berth reading light.
 Polycarbonate transparent centre tables.
Coach Interiors:
 Ergonomically designed seats as per Indian anthropometric data.
 Large windows with “good visibility”.

70
  Aluminium luggage racks with “inbuilt reading lamps”.
 Insulation against “noise”.
 Use of “fire- retardant FRP” for paneling.
 “hand-safe feature” in all automatic sliding doors.
 “anti-skid PVC flooring”.
 UIC vestibules and “auto closing vestibule door”.
Furnishing of Stainless Steel Coaches :

CRASH-WORTHINESSIN:
 In Order To Prevent Injuries And Causalities Due To Second-ARY Collisions Of Passengers
With Objects And Fittings Inside The Passenger Coaches, Various Features & Modifications
Have Been Incorporated Inside Coaches Like All Fitting’s Nooks And Corners Eliminated
And Coated With Poly-Urethene Foam
 Re-designed for energy absorbing coach ends, which collapse in a planned manner under
any impact, keeping the passenger area intact.
 “frp doors” to aid collapse at door-way level.
 Buffer mounting area with a box structure, which will ensure end to end contact between
the colliding coaches & improve chances of energy absorption in the coach ends.
 Modified “cbc draft gear” with crush element as “honeycomb energy absorber”.

71
MORE SAFE:Safety Of Passengers Is Of Paramount Importance, So A Number Of Precaution-Nary
Measures Have Been Adopted In LHB Design Coaches , Like :-
 “Four emergency exit windows” for faster passenger evacuation during emergencies.
 “Wider vestibule design” for smooth inter coach movement.
 “Convenient to operate emergency alarm pull operation” and “fire- retardant
furnishing”.
 “Tight lock centre buffer coupler” makes coaches anti-climbing.
Capacity in Stainless steel Hybrid Coaches:
No. of Seats/Berths in No. of Seats/Berths in
Coach
SS coaches Conventional
AC 2 TIER 52 46
AC 3 TIER 72 64
SCN 78 72
GS 99 90
DSLR 30 +4 20+4
AC 2T + AC 3T 24 +40= 64 24+32=56
Shell Material:
 Roof sheet trough floor Austenitic (304)
 Other members -ferritic (409M)
 Under-frame corten steel
 X2 CrNi12 – Ferritic Steel (SS409M)
 X5 CrNi1810 – Austenitic Steel (SS304)

Air Spring: Air spring is a rubber bellow containing pressurized compressed air with an emergency
rubber spring providing various suspensions characteristic to maintain a constant buffer height
irrespective of the loaded condition.
Necessity for Introducing Air Spring in Hybrid Coaches:
In the passenger trains, the no of passengers entraining (Super Dense Crush Load) into the coach
cannot be controlled and hence the payload of the coaches increases from 18 tons to 34 tons. This
abnormal increase of payload reduces the riding clearance between the coaches and wayside

72
platforms and also reduces the buffer height resulting in severe hitting of the coach on the
platform.
Due to the Super Dense Crush Load the bolster springs become solid, which in-turn
damages/breaks the coil spring resulting in discomfort to the passenger.
So to overcome the above problem on air suspension (air spring) is introduced in the secondary
suspension to maintain a constant buffer height irrespective of loaded condition b y varying the
pressure of air inside the air spring.

Comparison with existing coil suspension:

Unlike steel spring, air springs retain their height under changing loads. The low natural
frequency of air spring suspension remains virtually constant. In case of coil spring , deflection is
proportionate to the load , therefore, under high pay load situation, space constraint become
critical , leading to the use of stiffer springs resulting in unsatisfactory ride behavior and reduced
speed potential. Air springs through their control mechanism, offer proportionate stiffness,
constant floor height and prospects of better ride behavior with higher speed potential.

Working Principle: With changing loads, air spring reacts initially by changing the distance
between air spring support and coach body. then actuating height monitoring valve(leveling valve
),either by taking the compressed air to the air spring or releasing air pressure from it to the
atmosphere. this process continues until the required height is maintained. this mechanism
ensures a constant floor height on coaches provided with air springs, irrespective of the load.

Main Equipments Of Air spring:

1- Air Spring - 04 nos./coach
2- Leveling Valve - 04 nos./coach
3- Duplex Check Valve - 02 nos./coach
4- 40 Litre Auxl. Reservoir - 04 nos./coach
5- Bogie suspension Isolating cock - 02 nos./coach
6- Non-return valve - 01nos./coach
7- Coach suspension Isolating cock - 01 nos./coach
8- 150 Litre main reservoir - 01 nos./coach
 M.R.-one no. M.R. Of 150 Litre is provided for air springs to store the compressed air from
F.P. This compressed air reaches to the M.R. Through an isolating cock, filter & non return
valve.
 LV-one leveling valve for each air spring is provided.i.e., total 04 nos. LV are used in a
[Link] main function is to control flow of compressed air to spring during
loading/unloading. One installing lever is also attached with it.
 DCV- one DCV is provided between two air springs of the same bogie . It starts functioning
when difference of air pressure between two air springs on the same bogie goes beyond
1.5kg/cm2 and transfers air from one spring to the other.

73
  AR- one AR of 40 Litre capacity is provided with each air spring. It increases the effective
area of the spring and it has the same pressure as that of air spring.
The Main Components of Air Spring
are as under:
 Bellows
 Lateral shock absorbers
 Level equalizing valve with
lever
 Branch pipe 20dia.
 Inner side emergency spring
 150 liters capacity reservoir.
 40 liters capacity auxiliary
reservoir-04nos.
 Non-return valve
 Isolating cock
 Duplex check valve
 Air spring support cradle
 Air spring releasing valve

CHARACTERISTICS (AIR SPRING):

 Properties of air for cushioning effect used.
 Air Spring made up of rubber bellow & emergency spring.
 Air Spring are height controlled load leveling suspension device.
 Reduce problem of low buffer/coupler heights. Retain height under changing load thus
maintain the low naturally frequency virtually constant.
 Air Springs offer a load proportionate stiffness, prospect of better ride quality and higher
speed potential.
 Air spring offer soft flexibility in vertical direction by compression of air.
 Air spring absorb lateral force by variation in effective area in lateral direction.
 Achieved reduced air consumption by
designing delayed reaction Leveling Valve.

74
Air Suspension Bogie:
MERITS:
 Required pressure of 7bar is taken from F.P., no extra provision of pressure is required.
 Ride comfort is better than ICF.
 In ICF bogie coil springs are working on load proportionate deflection system some time
which becomes too less (spring become solid) but in air spring a fixed deflection range is
maintain having characteristics to vent and receive air as per requirement.
 Ride quality is the same in empty and loaded.
 With the use of control or leveling valve No. extra air is utilized.
 Constant floor height is maintained resulted more comfort to passengers.
 Springs are also able to except lateral thrust to act as flexi coil.
 On typical load (more load) ride quality is same.
 Improved reliability and reducing maintenance efforts.
 Choice to set deflection range during manufacturing.
 Passenger fatigues is reduced.
 The gap between bolster and bogie frame should be maintained 255+5,-0mm during
running which provides more deflection range in compare to coil spring provided on old ICF
coaches.
DEMERITS:
 If the pressure is reduced more than 1.5kg/cm 2 in both bellows, the automatic emergency
valve will sense and there will emergency brake application resulted recharging , setting of
audio visual indicating valve is required en-route also.(RDSO Trials in process)
 In rolling examination the position of leveling valve lever must be ensure to keep in
horizontal position
 If lever is in vertical position, then train should be allowed with restricted speed of 60kmph or
coach should be detached as decision taken by train examining staff.
 More educated supervisors and staff is required to provide more attention during rolling in and
rolling out examination
 Spares leveling valve, isolating cock, duplex valve etc must be provided at en-route stations for
emergency use which will be difficult to maintain.
FAILURE INDICATION AND BRAKE APPLICATION SYSTEM
(Under Development)
Back ground: The pneumatic suspension system works under two different modes, one in the inflated
condition and the other in deflated condition when there is no air cushions and load is directly transferred
from the car body to the emergency rubber spring (bumper).under deflated condition of the air spring , the
maximum permissible operating speed of the coach is restricted on account of inferior riding behavior the
requirement of the foolproof arrangement in the suspension design which will apply service bake
application in the train in the event of air spring failure (which will ultimately demand the reduction in the
operating speed ) has been felt in the above context . An emergency situation is possible due to the likely
hood of spring damage, possibility of air supply failure or due to sudden rupture or bursting of bellows of
air spring due to any reasons.

75
Objective: The objectives of proposed arrangements are as below:
1. To develop a failsafe system which can immediately and automatically reduce the speed of train by
applying the brake and stop within a reasonably safe distance in the event of the air spring getting
deflated due to any reason and being absolute pressure in any air spring of corresponding bogie below
1±0.15 kg/cm2.
2. To facilitate for identification of affected coach through air whistling/ hissing sound and isolating air
suspension of the train at a restricted speed up to the desired destination .
3. System should also be able to perform properly even in case single pipe working of the train is
restored.
Working principle and technical requirement of the failure indication cum brake application (ASFI) valve:
The failure indication cum brake application (ASFI) valve arrangement is based on the air pressure inside
the air spring. Under normal operating conditions when the air spring is inflated, the air pressure inside the
air bellow and auxiliary reservoir remains almost at the same level. The air pressure is minimum under tare
load. The brake pipe is charged at 5 kg/cm2 under released brake conditions and 1.6kg/cm2 drop in air
pressure below 5 kg/cm2in the brake pipe shall cause service brake application in the entire rake formation.
RDSO has prepared scheme for development of air spring failure indication system for passenger coaches.
Basic Principle of ASFI (Air Spring Failure Indication) valve: In this system we can use four numbers 3-
ports valves per coach( 01 valve for each air spring ) for service brake application in the train. one port of
the valve will be connected to air spring (variable pressure between 2 to 6kg/cm2 ) and other will be
connected to brake pipe (5.0kg/cm2 which may also vary from 5 to 0kg/cm2) by 10 mm bore pipe
connection .Third port will be exhaust port venting to atmosphere .
Principle of operation: In the event of air spring failure, air from air spring is depleted. As soon as the air
pressure in air spring bellow is reduced up to 1±0.15kg/cm2 the activation valve will connect 5.0 kg/cm2 of
brake pipe pressure. Depletion of air pressure through ASFI valve to atmosphere will cause the exhaust in
BP pressure through a suitable size choke provided at exhaust port of ASFI valve to drop 1.6±0.15 kg/cm2 of
BP Line. This will cause service application brakes in the train. The train can be started by isolating the
system by isolating cock or resetting the ASFI valve. The schematic diagram of this system is given below:-

76
77
78
 Vacuum Bio-Toilet
Evolution of Toilets in Indian Railways
 No toilets.
 Toilets with direct discharge.
 CDTS (Controlled Discharge Toilet System)
 Bio toilets
 Vacuum toilets
CHALLEGES FACED IN BIOTOILETS
 Corrosion of J and C brackets
 Foul smell in Bio toilets
 Water column not being maintained in bio tanks fitted with ball valves.
 Foot pedal and Pulley clutch wire defective i.e. ball valve by pass mechanism defective.
 Breakage of rubber connector
Induction of Bolted S Trap Bio tank directly mounted on head stock and auxiliary head stock

Ventilation Improving Techniques

 MTN workshop modification:
One Extra Air ventilator fitted at end panel for exhaust of foul smell near commode pan.
Southern Railway Modification

Dadar Modification

DIFFERENT STYLE of Vacuum Toilet

Western Style Bowl Indian Style Bowl

79
Components of Vacuum Toilet
 Evacuation System
1. Intermediate Tank
2. Inlet Pinch Valve
3. Outlet Pinch Valve
4. Ejector
5. Air Filter Regulator
 INTERMEDIATE TANK :

INLET PINCH VALVE:

OUTLETPINCH VALVE:

80
 EJECTOR: AIR FILTER REGULATOR:

EXHAUST AIR
INLET
PRESSURISE
D AIR

Components of Vacuum Toilet

 Waste WaterCONNECTION
VACUUM Tank
 Electronic Components
1. PLC
2. Voltage Convertor
3. Solenoid Valve Assembly
 Flush button (with LED)

LED Indication:
 Green – Flushing Cycle can Start
 No Light –WC Out of Order
 Blinking Light – Flushing Cycle in Progress

Schematic Diagram

81
Working of Vacuum Toilet System

Technical DATA
 Power Supply: 24V DC
 Water Pressure > 0.05 Bar
 Working Pressure: 4.5 to 6 Bar
 Water Consumption Per Cycle: 0.4 L
 Power Consumption Per Cycle: 20.5 W
 Air Consumption Per Cycle: 20 L
Advantages

82
  Low water Consumption
 Better Evacuation of Effluents
 No Foul Smell
 Indication of Choke up
 Ease in Trouble Shooting
Drawbacks
 High Initial Cost
 Electro Pneumatic System
 Skilled Technicians Required
 Passenger Awareness Required
BIODEGRADABLE WASTE SYSTEM
Introduction: There is provision of biological toilet is being made in passenger coaches to control
pollution over station & city area along with running track up to destination by means of which
toilet waste is being biologically converted in to liquid form.
On trial basis it is provided in 23 newly built coaches at RCF Kapurthala. All the 23 coaches
are being used in rake of 11107/ 11108(Bundelkhand Exp.) Since 18 December 2010 in JHS division
under coordination of DRDE Gwalior.
Advantages of Biodegradable Toilet
1. The discharge from toilet is without fecal material. The problem of dropping of night soil
on tracks is thus totally eliminated from these bio-toilets.
2. There is still one conventional toilet with normal discharge system at each end of the
coach. Hence, the soiling of end walls of the coaches as well as under frame could not be
eliminated completely. But there is a decrease in the accumulation of fecal muck on under
frame and end walls of the coach.
3. No perceptible foul smell was noticed in the bio-toilet lavatories. Due to availability of
water in P trap, the smell is not coming back into the coach toilet.
Principle of Bio-Toilet:The system is based on aerobic bacteria which requires oxygen for
disintegration of waste, co2 gas is harmless and odorless. The waste water is discharged to the
ground through the secondary tank after chlorination then it is disinfected before discharge.
Function :-
 Degradation of human waste into CO2, water & carboneous matter.
Biological (Waste treatment ) Tank Features:
 The waste treatment tank include the following special design feature for application in
Indian Railway condition.
 Tank Volume = 316 Lt. Constructed by stainless steel with coat of special epoxy applied to
the inside surface the tank.
 Patented synthetic filter media surface area in a tank – 10 Sq feet.
 Max. capacity of water per flush ( Pressurized water) = 2.5 litre / flush.
 Total flushes for each toilet per person per 24 Hrs. period is 05.

83
  Thus hydrologic loading is expected to be 224 litre of water + 720 ounces of normal human
solid waste pen day.
 The tank includes the screen tray to collect foreign objects such as bags papers, tin-can etc.
This tray can be accessed from rail side Via a water tank access panel /door & cleaned
periodically to remove any foreign non –bio degradable objects.
 The tank is fitted with a rinse port & rinsing device to facilitate cleaning of the integral
debris tray that collects foreign objects & general tank rinsing during the recommended
annual maintenance.
 A specially design flapper Valve is provided between the tank & toilet room to prevent
odors.
 The tank is installed under the coach. The tank effluent discharge port is located at the
bottom of the tank. The tank is designed to allow draining of the tank effluent out the view
of the public eye & on to road between the rails.
 An out Position of tank primary chlorinator & primary chlorinator access cap for case of
loading, chemical slugs & inspection of the content are provided. To prevent damage it has
been provided with metallic cap.
 The tank is designed to accommodate 18 passengers per toilet when used with a toilet
using not more than 2.5 liters water per flush.
 The tanks includes two clean out ports in addition to clear/ translucent plug for visual
detection of any foreign material .
 Tank discharge utilized 1.5 inches drain fitting .
 The tank is designed for human waste water and toilet paper only. All non-organ materials
must be removed.
 The material is a flexible thermoplastic elastomeric of Microspore – own custom/
proprietary design that is injection molded.
Micro- Culture :-
 It is a simple and effective product to enhance the system operation. It accelerates the
paper grease and other bio-degradable solids and minerals.
 Micro-Culture is a combination of naturally occurring bacterial strains that accelerates the
brake down of waste products. The organizers are nontoxic, odorless and harmless to
human, animal, plant marine life micro-culture bacteria are 100% active.
 Micro-culture must be used at a rate of 08ounce capacity two bags per tank every 90 days
to accelerates the biological process.
 Many users use paper, towels for wiping washed heavy paper seat cover in toilet room
throws fast foods, napkins, feminine hygienic products/ newspapers flash down toilet.
 The waste treatment slows down due to paper deposits. so adding micro-culture regularly
will help to prevent treatment system tank back–ups.
Chlorinator assembly

84
 • The primary chlorinator is located to the treatment tank and contains chemical slugs
developed and patterned by Microspore that have been chemically and dimensionally
designed for maximum effluent content and bacteria kill.
• The effluent flow through the primary chlorination and around the chemical slugs. The
killing of bacteria in the effluent starts at this time. The bacteria free effluent then flow out
by the discharge of the treatment tank assembly directly to the road bed atmosphere.
Biological Process
 The waste treatment tank, biological processes and treats the human waste and waste
water into effluent drain continuously directly on to the road bed between the tracks.
 This system requires no handling of raw waste water and no manual draining.
 It does require the regular addition of the patented chemical (chlorine slug) for
disinfections.
 The treatment tank utilizes microphor’s new synthetic filtration media.
Benefits of Synthetic Media
 The new synthetic media has larger surface area than the
tank body.
 The red wood bark media has an average cycle life of 5.7 years.
 Water consumption is low
 The synthetic media converts solid waste directly into gasoline and water form except
foreign material

85
 Treatment Tank Operation
Toilet waste enter here

Gas vented here

Screen tray to collect

foreign object
OVER FLOW
PLASTIC PLATE ( DAM)
SYNTHETIC FILTER MEDIA
CHLORINE ADDED AT
Vertical columns of fiber catch CHLORINATOR
solid matter. Bacteria convert
into liquid & Gas (CO 2)

Liquid flow through fiber

CHLORINE DISOLVE
INTO LIQUID

CHLORINE DIINFECTION
LIQUID IN CONTACT
TREATED LIQUID DISCHARGED CHAMBER

Wor
king of Anaerobic System
Waste
Anaerobic CO2 + Methane
Bacteria gases released
(Liquid bacteria) to atmosphere
 Anaerobic doubles its population in 6 to 8 hours; generate less
Liquid waste bio-mass.
 System does not require Oxygen and also does not require
Chlorinatio regular cleaning
n
Disinfected
Liquid
discharge
Limitations to design:
of initial
Track
(1)Digester tank not properly designed causing. (2)Foul smell. (3)Lack of non-bio-degradable
separation system .(4)Choking due to accumulation of non-bio-degradable
These toilet are basically of four types.
(1) System with flapper valve: There is provision of P.L.C. which is operated by pushing a
button which is provided in toilet room and pressurized water with opening of flapper
valve is ensured.

86
 (2) System with manual slider valve: In this system there is no provision of P.L.C. and water
flushing is ensured through gravity system and opening of slider valve is ensured manually.
(3) System with reduced Opening at inlet (50 mm): In this system there is no provision of
P.L.C. and water flushing is ensured through gravity system.
(4) System with Solid Liquid Separator: In this system there is no provision of P.L.C. and water
flushing is ensured through gravity system.

System with flapper valve

Pneumatics Yes

Electrics Yes
FEATURES

PLC Yes

Flush Pressurized
Fail safe mode exist- chute system can be operated without dismantling
of tank
System with manual slider valve

Pneumatics no

Electrics no
FEATURES

PLC no

Flush gravity Fail safe mode exist- chute system can be operated without dismantling
of tank
System with reduced opening at inlet for western style Hindware commode is proposed
Fail safe mode exist- chute system can be operated without dismantling
Pneumatics no
FEATURES

Electrics no

87
 of tank
PLC no

Flush gravity

System with solid liquid separator

Pneumatics no
Electrics no
PLC no
FEATURES

Flush gravity

Fail safe mode exist- chute system can be operated without dismantling
of tank

Components of Biodegradable Toilet:

1) Retention Tank: The system is provided with 500 litre capacity of retention tank, which is mounted
in under frame of coach body by means of four brackets below toilet room. In this system tank has
been designed keeping in view of DRDE Bacteria. The fecal matter will pass through “U” trap to the
tank. “U” trap bend towards inlet side of tank shall be slanted to achieve double seal and will also
eliminate gas emission to the toilet room. Entire tank is divided in to 6 no. of chambers by means
of net grill. Anaerobic Bacteria those are developed by DRDE are put in all chambers. Bacteria
increased their population double in 6 to 8 hours.
2) Vent Hole: In the retention tank CO2 and CH4 (Methane) gases are released from fecal matter. To
exhaust these gases in atmosphere vent hole has been provided in the upper surface of the tank.
Preferably vent hole is provided over first or last chamber of the tank.
3) Flapper Valve: One Flapper Valve is provided for water seal and to arrest foul smell. It will also act
as passage to clear foreign materials such as bottles, polythene etc. This will also act as a failsafe
mode in case of emergency. Since the system has a P.L.C. the flapper valve can be opened at a pre-
determined cycles say 8 to 10 cycles.
Note: Another version of Biological Toilet flapper valve with P.L.C. is replaced by Manual Slider Valve, which
is operated from outside.
4) P.L.C.: This an electronic device which is arranged inside wall of toilet room. There is provision of
rectifier with transformer to convert 110 V to 24 V D.C. for operation of P.L.C. system. In side toilet
room a push button has also been provided. System is operated by simple manual pushing of
button.

88
 5) Solenoid Valve: It is provided with Flusher valve of toilet room, which is connected with P.L.C.
system. During course of flushing by pushing button, it provides pressurized water through flusher
pipe.
6) Chlorinator Tank: A small tank of one liter capacity is integrated beside of retention tank. It has
two nos. of outlet for collecting samples for periodical testing. The tank exterior has been pained
with heat shielding paint.
7) Over Flow Drainage Pipe: It is provided inside wall of tank. In case of overflow of tank disinfected
liquid discharges to the track.
TESTING PROCEDURE: For testing samples are collected by DRDE (Defense Research & Development
Establishment) and following parameters are checked.
1) P.H. Value, 2) Total Solid, 3) T.D.S. and 4) C.O.D.
‘H’ TYPE CBC COUPLER
Coupler:
 The coupler provides a means of mechanically
connecting individual adjacent vehicles in
order to make a train.
 The coupler is located at both end of each
vehicle.
 When connected to a coupler of an adjacent
vehicle it allows the vehicle to move
independently to accommodate track
curvature and elevation change while remaining connected together.
Advantages of CBC:
 High hauling capacity permits to attach more No. of coaches.
 Rake fitted with CBC can be run with comparatively high speed.
 No need to provide separate Buffing Gears. Hence the incidence of Buffer interlocking is
avoid.
 Coupling/Uncoupling can be done easily from track side.
“H” Type Tight Lock Coupler:
 The AAR “H” type tight lock couplers are used in LHB/HYBRID coaches instead of screw
coupler.
 The coupler is opened manually using the coupler operating rod and is closed
automatically when the couplers on adjacent vehicle are mated.
 The coupler automatically locks when fully mated.

Main Parts Of “H” Type CBC:

 “H” Type Tight Lock Coupler Head.
 Draft Gear.
 Supporting Device.

89
  Manual Uncoupling Device.

“H” Type Tight Lock Coupler Head:

 The coupler head has a shank/Draw
bar cast together with the head.
 Parts like Knuckle, lock etc, are
assembled in the coupler head to
enable coupling and uncoupling.
 Tail end of the draw bar is provided
with the UIC stabilizing link and
connects to the draft gear through
the central pin.
 A backlash compensation device is assembled in the shank at tail end of the coupler head.
Draft Gear:
 The Draft Gear is a double acting device for energy
absorption during coupling and services.
 The device is designed to fit into the draft gear pocket of
the Coach and absorb the dynamic energy in both i.e.
draw and buff modes.

SUPPORTING DEVICE:
 Supporting device comprises of four preloaded
springs.
 The device is placed on a platform and bolted
to the car structure.
 The coupler head rests on the top wear plate of
the supporting device and this device supports
the coupler weight.
 Its main parts are- Wear plate, Frame,
Compression spring, Nut & Bolts.
Manual Uncoupling device:
 The manual uncoupling device is mounted on
one side near end wall of coach connecting
the uncoupling mechanism on coupler head
through the sliding rod.
 Handle of device is unlocked, lifted and then
rotated in the clockwise direction for
uncoupling.
 After coupling, locking of the handle has to be
ensured to prevent unauthorized uncoupling.

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TECHNICAL DATA:
 Draft Gear capacity:
- Dynamic energy absorption capacity: 45 kj (min).
- End force : 1600kN (max)
 Stroke : Tension- 58 mm, Compression- 80mm.
- Pre load : 30 kN,
 Strength of Coupler Head with Draft Gear :
Tensile load = 1000 kN, Compressive load = 2000kN.
Bending test of Coupler head: 300kN.
 Coupler length : 1030± 5mm
 Weight of coupler : 500kg.
 Gathering range: Horizontal: ± 110mm, Vertical : ± 90mm.
 Maximum horizontal swing coupler : ± 17.85 º
 Maximum vertical swing coupler : ± 7 º
 The maximum slack is restricted to 3.5 mm
Salient Features:
 Coupler head is a standard AAR ‘H’ type with backlash compensation device.
 ‘H’ type coupler provided with anti-climbing feature.
 Coupling is possible under angular misalignment both horizontally & vertically.
 The coupler permits coupled trains to negotiate vertical and horizontal curves and allows
rotational movement.
 Uncoupling can be achieved manually from track side by means of a combination of rod &
levers.
 Draw Gear ensures cushioning effects in both buff & draft.
Check points for proper coupling:
 Knuckle and coupler head machined faces
should be parallel.
 Telltale slot should be clear of Rotary Lock Lift
Lever.
 Rotary Lock Lifter rib should be vertical.
 Securing Bolt of manual uncoupling device
should be in locked condition. This is to
prevent manual uncoupling inadvertently.
Coupled H type coupling

Check points for proper uncoupling:

 Securing Bolt should be in unlocked condition. Uncoupling device handle can be operated
to uncouple.
 Rotary Lock Lift lever should be visible.
 Rotary Lock Lifter rib should not be vertical.

91
  Knuckle and coupler head machined faces should not be parallel.
 No oil grease should be applied on coupler parts such as Knuckle, Lock, and Rotary Lock
Lifter etc.
Condition for coupling:
 Coupling is possible under any of the following conditions.
• When both knuckles are in open condition.
• When one knuckle is open & other is in closed condition.
 Condition will not permit coupling.
• If both knuckles are in closed condition coupling will not take place.

AIR BRAKE SYSTEM

Air brake: The brake system in which compressed air is used in the brake cylinder for the
application of brakes is called air brake.
Necessity to introduce the Air Brake in rolling stock:The existing vacuum brake has got it’s own
limitations like brake, fading, increased application and release timings etc., In practice it is not
reliable to trains in higher altitudes due to insufficient vacuum levels in brake van and train engine.
So the overcome all these, it has become necessary to introduce Air brake system to
control the speed of the train and to stop it within a reasonable distance, irrespective of length,
load of the train distance covered and altitude of the train.
Advantages of air brake over vacuum brake system:
The advantage of Air brake over Vacuum brake is
1. Uniform brake power is possible throughout the train in airbrake but it is not possible in
case of vacuum brake since the pressure drop at the rear of the train is up to 20%
2. The propagation rate of compressed air is 260 m/sec to 280 m/sec when compared to 60
to 80 m/sec. in the sec. in of vacuum brake.
3. The Air brake trains have potentiality to run longer than 600 meters length.
4. The air brake trains have potentiality to run heavier loads than 4500 tons.
5. Shorter breaking distance.
6. Suitable for higher altitudes.
7. Compact and easy to maintain.
8. Consumption of spare parts is very less.
9. Simple brake rigging.
10. Quicker application and release, so better punctuality can be achieved.
11. Better utilization of rolling stock since less maintenance and pre departure detention.

Types of Brake System used in Indian Railway Rolling Stock:-

1) Single pipe graduated release & application conventional air brake system utilized in
Goods Stock.
2) Twin pipe graduated release & application conventional system utilized in Coaching Stock.

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3) Twin pipe graduated release & application Bogie Mounted Air Brake System at present
utilized in more than 98% coaches in place of conventional twin pipe air brake system.
4) Twin pipe graduated release & application Axle Mounted Disc Brake System, utilized in LHB
coaches made by RCF Kapurthala.
Types of Air Brake System:-
1. Direct Release & Application System: - (100% creation & drop of pressure)
In direct release system, the brake cylinder pressure cannot be reduced in steps by
increasing the brake pipe pressure in steps during release. The brakes are released
immediately, as soon as releasing of brakes is initiated.
2. Graduated Release & Application System:-
In this system the brake cylinder pressure can be reduced gradually in steps in proportion
to the increase in brake pipe pressure.
NOTE: - In both the types brake application is directly proportional to the reduction in brake pipe
pressure.
There are two types of Graduated Release Air Brake:-
1) Single Pipe Air Brake System.
2) Twin Pipe Air Brake System.
1) Single Pipe Air Brake System: -
There is only one pipe called brake pipe running from loco to the brake van in order to get
continuity of air for the application & release of brakes.
i) At present running in goods stock.(Except latest developed BOX-N HL, BCN HL
wagons)
ii) Releasing time is more 45 – 60 sec.
2) Twin Pipe Air Brake System :-
i) In addition to brake pipe, there is one more pipe called feed pipe , running loco to
the brake van to charge the auxiliary reservoir continuously to 6 kg/cm [Link] present
running in coaching stock and also inlatest developed BOX-N HL, BCN HL wagons)
ii) Releasing time is less 15 – 20 sec
MAIN COMPONENTS OF AIR BRAKE SYSTEM (SINGLE PIPE)
1) Brake pipe – dia. 32 mm (for goods) & Pressure 5 kg/cm2.
2) MU washer
3) Palm Coupling
4) Air Hose (Length: mm)
5) Cut Off Angle Cock
6) Grip Seal Joint
7) Branch Pipe (Dia.: 20 mm)
8) Isolating Cock
9) Dirt Collector
10) Common Pipe Bracket
11) Intermediate Piece

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12) Distributor Valve
13) Control Reservoir
i) 6 liter (Goods): 5 kg/cm2
ii) 9 liter (Coaching): 5 kg/cm2
14) Auxiliary Reservoir
i) 100 liter (Goods): 5 kg/cm2
ii) 200 liter (Coaching): 6 kg/cm2
15) Manual Release Handle
16) Isolating Handle of DV
17) Drain Cock in DV
18) Branch Pipe for BC
19) Isolating Cock for BC
20) Brake Cylinder Dia – 355 mm (Pressure max. 3.8 ± 0.1 kg/cm2)

Extra Fitting For Coaching:-

1) Feed Pipe – Dia. 25 mm & pressure: 6 kg/cm2
2) Non Return Valve with Choke: dia. 3 mm
3) Isolating Cock & Dirt Collector for FP

94
4) Branch Pipe for PEAV & PEASD.
i) PEAV choke dia.: 8 mm (NEW)
ii) PEAV choke dia.: 4 mm (OLD)
5) Isolating Cock for PEAV & PEASD
6) Vertical Pipe for Guard Van Valve
7) Guard Valve with Handle & choke dia.: 8 mm
8) Guard Van Valve BP & FP gauge
Working Principle Of Air Brake System:
Under normal conditions the Brake pipe is charged with 5kg/cm2 from the loco. The control
reservoir and the Auxiliary reservoir are also charged with 5 kg/cm 2 from BP through Distributor
valve in case of single pipe system. In twin pipe system the auxiliary reservoir is charged to 6
kg/cm2 through feed pipe.
When the brake pipe is 5 kg/cm 2 the brake cylinder is connected to exhaust through
distributor valve in order to keep the brake in released position fully.
Whenever the brake pipe pressure is reduced below the CR pressure, the DV connects the
auxiliary reservoir with the brake cylinder and the air from AR is sent into the brake cylinder to
apply the brake. Whenever the brake pipe pressure is equal to CR pressure the DV disconnects the
BC from AR and in turn connects the BC with Exhaust for the release of brakes fully.

The different processes involved in working of Air brake system:

The processes involved in working of Air brake are
a) Charging
b) Application
c) Release
d) Manual Release
During Charging:
a) Brake pipe is charged with 5 kg/cm 2 by the drivers brake valve from the Loco
b) Feed pipe is charged with 6 kg/cm2
c) AR is charged with 6 kg/cm 2 (Up to 5 kg/cm2 is charged both brake pipe and feed pipe
Beyond 5 kg/cm2 & up to 6 kg/cm2 it is exclusively charged feed pipe.
d) The CR is charged through the distributor valve to 5 kg/cm2 from BP
e) During charging Brake cylinder is connected to exhaust through distributor valve to keep
the brakes in released condition.

During Brake Application

The brake pipe is reduced in steps as given below
Sr No. Stages BP pressure is reduced by
1 Minimum Reduction 0.5 to 0.8 kg/cm2
2 Service application 0.8 to 1.0 kg/cm2

95
 3 Full service application 1.0 to 1.5 kg/cm2
4 Emergency application 5.0 kg/cm2
5 Release stage No reduction (BP at 5.0 kg/cm2)
When the brake pipe pressure is reduced in steps as shown above, the air from AR is sent into BC
to a maximum pressure of 3.8 + 0.1 kg/cm2 during full service application as well as emergency
application.
During minimum reduction and service application the admission of air from AR in to BC is
directly proportional to the reduction in the BP pressure. (i.e. 2.5 times charging of BC as per
reduction in BP but it is applicable only up to 1.5 kg/cm 2 of pressure drop in B.P.)
NOTE : Before AR is connected to BC the AR and CR are disconnected from BP and BC is
also disconnected from Exhaust.
The AR is continuously charged to 6.0kg/cm2during brake application by Feed pipe. The CR
pressure should constant at 5.0 kg/cm2. However there may be a little drop in CR pressure during
brake application due to the design feature.
DURING THE RELEASING / RECHARGING
During release the BP pressure is increased in steps. When the BP pressure is increased in
steps the brake cylinder is disconnected from AR and in turn connected to exhaust. The air from
Brake cylinder is released / vented progressively depending upon the increase in the brake pipe
pressure. When the brake pipe pressure is brought to 5.0 kg/cm 2 from the brake cylinder is
completely exhausted and the brakes are released fully.
MANUAL RELEASE
Whenever the loco is detached BP pressure is brought to zero and brake application takes
place due to the existence of CR pressure at the bottom of the main diaphragm. To release the
brakes manually the hollow stem in the DV should be brought to the normal position by releasing
the air from CR. To facilitate this, the release valve is given a brief pull which is provided at the
bottom of the DV. During this operation the air from CR is released which in turn brings the hollow
stem to the normal position to connect BC with exhaust for releasing of brakes.
DIFFERENCE BETWEEN AIR BRAKE & VACCUME BRAKE SYSTEM:-

SR
AIR BRAKE SYSTEM VACCUM BRAKE SYSTEM
NO.

1. Air Brake works on compressed air Vacuum Brake works on atmospheric pressure
at 5 kg/cm2 maintained in brake at 1.03 kg/cm2.
pipe.

2. At the time of brake application In vacuum brake, air at atmospheric pressure is

compressed air is admitted into BC admitted.
up to 3.8 kg/cm2

96
 3. DV is the main functioning unit in Vacuum Cylinder is the main functioning unit in
the Air Brake System. the Vacuum Brake System.

4. Brake application is caused by the Brake application is caused by the inward

outward movement of the Piston. movement of the Piston.

5. BC is connected to AR during brake VC is directly connected to the train pipe during

application & to exhaust during brake application & release.
brake release through the DV.

6. No brake power fading. There is always a brake power fading to the

exhaust of 20%

7. Uniform brake power is possible Uniform brake power is not possible due to the
throughout the train due to the lower propagation rake of atmospheric air in
higher propagation rake of the vacuum.(60 to 80 m/sec.)
compressed air (260 to 280 m/sec.)

8. Air hoses are used to provide flexible Hose pipe are used to provide flexible
connection between adjacent connection between two adjacent vehicles.
vehicles.

9. Palm ends / coupling heads are used Universal couplings are used on the coupling
on the coupling side of air hoses. side of hose pipe.

10. For any reason, if the cylinder has to If the cylinder has to be made inoperative, the
be made in operative, it can be train pipe nipple or the siphon pipe has to be
conveniently done by closing the dummied.
isolation cock.

11. MU washers are used to make air IR washers are used to make the air tight joints.
tight joints.

12. Emergency braking distance is 632 Emergency braking distance is 1097 m (4500
m (4500 tones trailing load level tones trailing load level track at 65 kmph
track at 65 kmph speed). speed).
AIR BRAKE SUBASSEMBLIES
1) Common Pipe Bracket – Common Pipe Bracket is permanently mounted on the under
frame of a vehicle. One face is mounted with distributor valve along with intermediate

97
 piece and other pace with control reservoir. The advantage of fitting a common pipe
bracket is to remove the distributor valve for repair or replacement without disturbing the
pipe connections.
2) INTERMEDIATE PIECE – Intermediate piece serves the purpose of blanking all the other
parts on the common pipe bracket front face other than required for a particular make of
distributor valve. Intermediate piece is mounted on the common pipe bracket face with a
common gasket and the distributor valve is fastened to the intermediate piece.
3) BRAKE PIPE HOSES – In order to connect two successive wagons, the brake pipes (BP)
installed on the under frame are fitted with flexible hoses. Length – max 666 mm , min –
784 mm
4) BRAKE PIPE COUPLING – To connect subsequent wagons, the hoses of BP are screwed to
coupling and hose nipple by means of stainless steel ‘Bend it type clips. The coupling is
designed in the form of palm end and hence also known as palm end coupling. Since a joint
is formed at the coupling head, leakage may take place, through it. Therefore, it is
necessary to subject the hose coupling of brake pipe to leakage test. The air brake hose
coupling are provided in the brake pipe line.

5) CUT OFF ANGLE COCK – Cut of angle are provided on the air brake system to facilitate
coupling and uncoupling of air hoses. When the handle is parallel to cut off angle cock, the
air can easily pass through the cock. The position of the handle is known as open position.
When the handle is placed perpendicular to the cock body, thereby closing the passage of
air. This position of handle is known as closed position. The cut off angle cock is to be
completely dismantled and overhauled during POH or when there is some specific trouble.

98
6) BRAKE CYLINDER – Brake cylinder is provided for actuating the brake rigging for the
application and release of brakes. The brake cylinder receives compressed air from auxiliary
reservoir after bring regulated by the distributor valve and develops mechanical brake
power by outward movement of its piston assembly.

SECTIONAL VIEW OF DIRT COLLECTOR

7) DIRT COLLECTOR – Dirt collector are provided at the junction of the main pipe and branch
pipe in both feed pipe and brake pipe. These are meant for removing dust, moisture and
scale practices from air before it enters the DV & AR. This is achieved by centrifugal action.
8) AUXILARY RESERVOIR – It’s a pressure vessel and its function is to feed dry compressed air to the
brake cylinder for application of brakes. AR is charged through brake pipe as well as feed pipe in
coaching. Pressure in AR for goods single pipe – 5 kg/cm2 and for Coach twin pipe 6 kg/cm2.
Capacity of AR in Goods, Coaches, BVZC are 100 ltrs, 200 ltrs, 75 ltrs respectively. No. of AR provided
per wagon is 1 and No. of AR provided in Rajdhani Coaches per coach – 2 (2 x 100 ltrs. Is
conventional) & 1 (1 x100 in BMBC) Charging time of AR (6000 litre or one complete rake) 180 – 240
sec.

99
9) GUARD’S EMERGENCY BRAKE
VALVE - GEBV is provided in
the Guards compartment. This
valve provide a facility to the
guard initiate brake
application in case of any
emergency. Dia of Guard van
valve choke – 8 mm

10) CONTROL RESERVOIR – The control reservoir is mounted on the under frame of coach very
near to the DV and connected through a small chock and a pipe with the DV. During braking
operation and releasing operation through recharging operation, the air pressure inside the
control reservoir remains unaltered. Only during manual release the air of control reservoir
escapes to the atmosphere through release valve of DV. Capacity of CR in per wagon and
Coach are 6 litre and 9 litre Resp.
11) DISTRIBUTOR VALVE – DV is most important functional component of Air Brake System and
is also some time referred to as the Brain of air brake system. It is connected to brake pipe
AR & BC. It senses the BP pressure variations & work automatically to provide brake
application as well as brake release. The distributor valve assemble consists of a valve body,
a common pipe bracket and CR.
The DV mainly performs the following functions :-
i) Chare the air brake system ie. CR & AR to regain pressure during normal running
condition charging time (0 to 4.8 kg/cm2)
Type of DV CR Charging AR Charging

KEO C3 W KEO C3 W
Old timing 160 + 10 260 + 20 170 + 10 270 + 30

100
New timing 185 + 25 165 + 20 140 + 30 175 + 30

ii) Helps in graduated brake application, when pressure in brake pipe is reduced in
steps.
iii) Helps in graduated brake release, when pressure in brake pipe is increased in steps.
iv) Quickly propagates reduction of pressure in brake pipe throughout the length of
train by arranging additional air pressure reduction locally inside the DV.
v) Limits max. brake cylinder pressure upto 3.8 + 0.1 kg/cm2 for full
service/emergency application.
vi) Controls the time for brakes application & brake releasing depending on service
condition.

ITEM WAGON COACH

BC Filling time (from 0 to 3.6 kg/cm2) 18 – 30 Sec. 3 – 5 Sec.

BC Release time (from 3.8 to 0.4 kg/cm2) 45 – 60 Sec. 15 – 20 Sec.

vii) Facilitates complete discharge of air from the air brake system manually with the
help of QRV/DRV.
viii) Projects overcharging of CR when brake pipe pressure is quickly increased for
releasing brake

S. KEO C3 W Function
No.
1 Three Main valve Supply of requisite amount of pressure in brake cylinder,
pressure when B.P. pressure is reduced, also it provides passage
valve for BC pressure to exhaust in atmospheres when BP
pressure is raised.
2 U Quick The function of this part is to create initial pressure drop
controller service in brake pipe pressure by allowing a sudden entry of BP
with U valve pressure into large volume bulb / U chamber at the start
chamber of brake application. This ensures rapid propagation of
pressure reduction in BP throughout the length of train
3 Minimum In shot When application is initiated causes rapid charging of
pressure valve brake cylinder up to a determined pressure to overcome
limiter rigging resistances.
4 Max. Limiting Restrict the max. BC pressure to 3.8 + 0.1 kg/cm2
pressure device

101
 limiter

5 Check Application Regulates application & release times.

cover of release
chock
6 A- Cut off Connects the B.P. to C.R. during charging & cut off the
controller valve connection when B.P. pressure is reduced for brake
application.
7 R- AR check Helps in charging the AR in addition to charging. It
charger valve checks flow of F.P. into B.P. in dual pipe system & also
checks back flow of air pressure when B.P. pressure
when B.P. pressure is reduced for brakes application
8 Quick Double Allows the brakes of a coach to be released by means of
release release single brief pull to release wire, without any loss of air in
valve valve (DRV) A.R.
(QRV)

12) Passenger Emergency Alarm System

Passenger emergency alarm system consists of two components:
A. Passenger Emergency Alarm Signal Device (PEASD).
B. Passenger Emergency Alarm Valve (PEAV).
These two components in combination give an indication to the driver that some
passenger is in need to stop the train. The indication is transmitted from the coach when
the passenger pulls the chain
13) Passenger
Emergency Alarm
Signal Device
Passenger
Emergency Alarm
Signal Device
(PEASD) is a
manually operated
pilot vent valve. It is
operated through
mechanical force
exerted by pulling
the alarm chain
provided inside the
coaches for
emergency use.

102
 The passenger emergency alarm signal device does not need any maintenance during
normal service except when it is found damaged or is due for periodic overhauling.

Working: Whenever chain is pulled to stop the train, the rocker arm provided in PEASD slides and
actuate the pilot valve to open the atmospheric hole, as a result the BP pressure is reduced in
PEASD. As the PEAV is connected in series with PEASD resulting BP pressure is also reduced in
upper chamber of the PEAV. Due to variation of BP pressure in both the chamber of PEAV the
main valve floats from its position & relate the lower chamber with the atmosphere after
opening of the modified choke (8 mm dia.) this fast venting of pressure create reduction of
pressure in BP pipe of the said coach & brakes take place to stop the train.
TROUBLE SHOOTING & REMEDIAL MEASURE
SR
CAUSE REMEDY
NO.

1. MU (Multiple Unit) washer is Change the damaged one or reset the displaced
damaged or displaced. one.
2 Brake pipe joint leakage or Drain Tighten all loose joint to stop leakage.
plug leakage.
3 Hand brake in ON condition. Check that Hand brake is in release condition.

4 Improper setting of empty load Ensure proper setting of empty load device i. e.
Device. loaded /Empty condition.
5 Horizontal beam’s guide brackets Ensure smooth working of horizontal lever.
jammed.
6 Improper working of SAB. Replace the faulty SAB with a good working SAB.

7 Exhaust port of DV is chocked Replace the faulty DV with a good working DV

condition or DV not working
properly.
8 Brake cylinder spring stuck up Release brake cylinder spring in proper position
(commonly) or broken (rarely) using the check not at the end of brake cylinder.
Replace the broken spring with a new one.
9 Any part of brake rigging is in Ensure smooth operation of all parts of brake
jammed condition. rigging.
10 Brake beam stuck up in bracket Ensure free movement of brake beam in brake
beam pocket or brake beam hanger beam pockets.
pin jammed.
11 Cut off angle cock is partially closed. Cut of angle cock is opened fully.

103
 Bogie Mounted Brake System
Introduction
• In order to overcome the problem faced due to breakages and malfunctioning of SAB en-
route and also due to the frequent breakages and replacement of cast iron brake blocks.
• The SAB is completely eliminated by providing the brake cylinder on the bogie itself, &
frequent breakages and replacement of C.I. brake blocks are minimized by providing high
friction composite ‘K’-type brake blocks.
Advantages Of BMBS

 In built single acting

slack adjuster to
take up a slack
automatically.
 Weight is reduced
and C.C. can be
increased (weight is
reduced 492 kg per
coach as compared
to conventional
coaching stock)
 Number of pin joints
is reduced 102 to 84.
 Fulcrum losses are reduced.
 Braking distance can be reduced at a speed of 110 km ph with 18 coaches is 800 m.
(Conventional stock is 905 m.)
 Maintenance cost is low.
 Noise is reduced due to under frame mounting, SAB is eliminated.
 Mechanical efficiency is increased.
 Reliability of brake system is increased
 Speed of the train can be increased due to better controlling of train.
 Wheel Wear is reduced due to co-efficient of friction of ‘K’-type brake block is 0.25.
 Mechanical advantage is increased.
 13 T (Non-AC) 1:4 (in conventional)& 1:7.6 (In BMBC)
 16 T (AC) 1:5.5 (In conventional)& 1:8.4 (In BMBC).
 Life of the brake block is increased. (5.5 to 6.0 times in compare to C.I.).
 Mounting and dismounting of brake cylinder is easy during IOH & POH.
 Weight of the brake block is reduced resulted transportation and handling is easy.

104
OTHER DATA OF B.M.B.S. : -
 Totally four numbers of 8” dia. (203 mm) size brake cylinders are used in place of two
nos.14” (355 mm) cylinder in convention air brake system.
 It has an inbuilt single acting slack adjusting cap. automatically to an extent of 305 mm
slack adjustment whenever the piston stroke is increased more than 32 mm( clearance
increased due to wear on brake block and wheel).
 These cylinders are mounted with central longitudinal members connecting the bogie
transom and head stock on either side.
 Piston stroke should be maintained within 32 mm.
 The total number of teeth on adjuster ratchet is 18 nos.
 The circumferential displacement of ratchet in one stroke is by 20 degree.
 The liner displacement of adjuster tube in one stroke is only by 0.366mm.
 The liner displacement of adjuster tube in one complete rotation of ratchet is by 6.4mm.
 As a conclusion to adjust 25 mm of slack total 72 braking strokes are required.

MAIN COMPONENTS OF BMBC

1. Adjuster screw with Ratchet
2. Adjuster tube
3. Rocker arm
4. Roller plate
5. Pawl Housing Ring
6. Pawl
7. Piston
8. Trunnion Body
9. Front Cover
10. Piston Return Spring
11. Cross Head
12. Latch

105
13. Resetting Plate
14. Pawl Spring
15. Plunger Spring
16. Ratchet
Precautions to be followed while maintaining the BMBC.
 Ensure the bogies are provided with high friction K type composite brake blocks.(as the
coefficient of friction of Composite Brake Block L – Type is 0.17, K - type is 0.25 & for Cast
Iron Brake Block it is 0.12).
 Ensure that floating lever, Z-arm are not interchanged between AC / Non-AC coaches.
 Ensure connecting link (Curved Pull-rod) is not interchanged between AC / Non-AC coaches.
 Whenever wheel dia. is reduced below 839 mm, ensure the curved pull rod hole is shifted
to next inner hole.
 Ensure the pull rod is not reversed.
 Ensure 38 mm packing is given in between dash pot and axle box wing whenever wheel
dia. is reduced to 839 to 813 mm.
 Whenever red mark is seen on the adjusting tubes replace all the brake blocks since further
take up of clearance is not possible. If slack take up feature is not possible then adjuster
tube to be extended to outside by disengaging of latch provided with resetting plate
 Snout out position should be kept on 3 O’ Clock to 9 O’clock (Old 6 O’ Clock to 12 O’ Clock)

WORKING PRINCIPLE
 Whenever driver applied the brakes, piston is charged at 3.8 kg/cm 2 of pressure.
 Piston assembly started to move in forward direction,
 But there will no any change in the position of adjuster ratchet if the piston stroke is within
32 mm
 If the piston stroke is exceeded more than 32 mm, in return stroke the fulcrum of the
rocker ram is change resulted the pressure on plunger pin is released and pawl housing
ring is started to rotate in clock direction due to release of pressure, meanwhile ratchet

106
 also rotate on its axis and change circumferential position by 20 degree (shifting by one
teeth only) and then locked by pawl.
 Due to change of this clock wise position of ratchet ,the adjuster tube takes place the liner
displaced outward outside at a rate of 0.366 mm per stroke and locked it in permanent
feature resulted the gap between wheel and brake block is reduced.

FUNCTIONS OF MAIN PARTS

(1) ADJUSTING SCREW AND ADJUSTING SPINDLE
 The adjusting screw is connected with a ratchet and forms a single unit. The adjusting
screw is provided with double starts thread with a pitch of 1/8” (3.15mm) the ratchet is
provided with 18 teeth.
 The function of adjusting screw is to move the adjusting tube forward to increase the
effective length of piston rod automatically and also decrease/increase the effective length
of piston rod manually. When the adjusting screw completes one full rotation. It makes

adjusting tube to move forward by 2× = (6.3mm)

 If the ratchet is moved/rotated by one teeth the adjusting screw is rotated by =

20°, which in turn moves the adjusting tube outward/forward by = (0.33mm). It is

clear that to move the adjusting tube forward automatically by it requires 18 return
strokes or to move the adjusting tube forward by 1” it requires 72 return strokes.
(2) ROCKER ARM:-
Rocker arm is fitted with piston head by means of shackles and it moves along with y=the
piston head.
The roller end of the rocker arm slides over the roller plate and the other end of the rocker
arm rests on the pawl housing through plunge pin. The function of rocker arm is to press
the pawl housing downward during return strokes and it allows the pawl housing to move
upwards during forward stroke.
(3) ROLLER PLATE:-
The roller plate is fixed at an angle with the front cover by means of bolts. The function of
roller plate is to displace the pawl housing vertically when the rocker arm moves
horizontally. It converts the linear displacement of pawl housing.
(4) PAWL HOUSING RING/PAWL:-
The pawl housing ring is fitted with pivot pin of trunnion body at one end and the other
end of the pawl housing ring moves freely.
A spring loaded pawl is housed at the free end of the pawl housing.

107
 At the bottom of the pawl housing, a spring loaded plunger is kept between trunnion body
and the pawl housing to move the upward during forward stroke.
The function of pawl housing, the pawl is to move the ratchet by one tooth, whenever
piston stroke exceed 32mm to increase the effective length of the piston rod during return
stroke.
DIFFERENCE BETWEEN SAB & INBUILT SLACK ADJUSTER OF BMBC
 It is double acting. It can both take up & pay out the clearance automatically between the
wheel and brake block.
 The effective length of pull rod is decreased during take up the clearance between wheel &
brake block.
 The effective length of pull rod is increased or decreased with reference to the control rod
‘A’ dimension.
 It maintains a uniform piston strokes for all the cylinders throughout the formation.
 Spindle is made up of triple start thread.
 To adjust the slack, the length of the pull rod is increased or decreased during forward
stroke.
 When length of the pull rod increased manually the clearance between the wheel & brake
block increases.
 It does not require adjustment of piston stroke every trip.
 It is a single acting. It can only take up the clearance automatically between the wheel and
brake block.
 The effective length of piston rod is increased during take up the clearance between wheel
& brake block.
 The effective length of piston rod is increased only when the piston stroke exceeds the pre-
determined on working stroke of 60mm.

S. No. Description of Test Results Required Observation

1 AR Charging Time from 0 to 4.8 270 + 30 sec for C3W

kg/cm2 (Main Reservoir pressure > (170 + 10 sec for KE)
7.5 kg/cm2
2 CR Charging Time from 0 to 4.8 260 + 20 sec for C3W
kg/cm2 (Main Reservoir pressure > (160 + 10 sec for KE)
7.5 kg/cm2
3 Leakage Test (Brake Release). No Leakage
Check DV Leakage by Soap water
only at joints.
4 FULL SERVICE APPLICATION &
RELEASE

108
 BC filling time from 0 to 3.6 kg/cm2 3 to 5 seconds
Maximum Brake Cylinder Pressure 3.8 + 0.1 kg/cm2
Leakage Test (Application). Check No Leakage
DV Leakage by Soap water only at
joints.
BC Release time from 3.8 + 0.1 15 to 20 seconds
kg/cm2
To 0.4 kg/cm2
5 OVERCHARGE PROTECTION (BP CR pressure should
pressure 6 kg/cm2) not increase by more
than 0.1 kg/cm2 in 25
sec.
CR overcharge reduction test. Overcharged CR
Overcharge CR to 5.7 kg/cm2 and should come to
pull double release lever for 3 regime pressure of 5
seconds. kg/cm2
6 EMERGENCY APPLICATION Single Twin pipe
pipe
BC filling time from 0 to 3.6 kg/cm2 3 to 5 seconds

Maximum Brake Cylinder Pressure 3.8 + 0.1 kg/cm2

Leakage Test (Emergency). Check No Leakage

DV Leakage by Soap water only at
joints.
BC Release time from 3.8 + 0.1 15 to 20 seconds
kg/cm2
To 0.4 kg/cm2
7 SENSITIVITY & INSENSITIVITY
BP pressure drop at the rate of 0.6 Brake should start
kg/cm2 in 6 Seconds applying within 1 sec.
With a pressure drop stopped Brakes must remain
immediately after the operation of applied.
QRV.
BP pressure drop at the rate of Brakes must no apply.
0.3kg/cm2 in 60 Seconds

109
 REFEEDING
Create leak in BC through a 2 mm BC pressure should
choke decrease initially but
re-feeding should be
available and BC
pressure should get
stabilized at some
pressure
7 GRADUATED APPLICATION B. C. Pressure
Decrease BP pressure in steps as
below
BP Pressure (Kg/cm2)
4.8
4.6
4.4
4.2
4.0
3.8
3.6
Continue Graduated Application BP pressure drop must
until max. BC Pressure is obtained be between 1.4 and
1.6 kg/cm2
BP Pressure at maximum brake BP pressure drop must
application be between 3.4 and
3.7 kg/cm2
8 GRADUATED RELEASE BC Pressure
Increase BP pressure in steps as
below
BP Pressure (Kg/cm2)
3.6
3.8
4.0
4.2
4.4
4.6

110
 4.8

Check BP Pressure when BC 4.85 kg/cm2 approx.

pressure is 0.4 kg/cm2 (Recharging
pressure to release BC Fully)
9 QUICK RELEASE TEST

Apply emergency brake & pull BC & CR are

briefly the double release valve automatically
lever exhausted to zero
CR check valve reset test. Start CR should be isolated
recharging of the system from atmosphere
when BP pressure
exceeds 0.2 kg/cm2
Twin pipe operation Fill in column against
Repeat the test : test nos. 3 & 6
i) Full service application &
Release.
ii) Emergency application.
 The piston stroke of the cylinders is not uniform throughout the formation and varies up to
60mm.
 Adjusting screw (spindle) is made up of double start thread.
 To adjust the slack the length of the piston rod is increased during return stroke.
 When the effective length of piston rod is increased manually, the clearance between the
wheel & brake block decreases.
 Every trip the piston stroke requires to be adjusted.
Difference between Under frame Mounted & Bogie Mounted Brake system:
Sl. No. Description U/F Mounted brake System Bogie Mounted brake System
1 Slack Adjuster External Internal
2 Type of Slack Adjuster Double Acting Single Acting
3 Capacity of Slack 450 mm 305 mm
Adjuster
4 Size Brake cylinder 14 inches 08 inches
5 No. Of Cylinders 02 per coach 04 per coach
6 Brake force available 3 Tonne ( Non Modified) 1 Tonne
on brake head 2.2 Tonne ( Modified)
7 Type of Brake Block Low friction Composite L – High friction Composite K-
Type Brake Block Type Brake Block
8 Coefficient of Brake 0.16 – 0.18 0.28 – 0.30
Block

111
 9 Thickness of Brake 60 mm 50 mm
Block
10 Piston Stroke 80 – 100 mm( Non Working stroke – 32 mm
Modified)
60 – 70 mm (Modified H/L)
11 Capacity of Truss 16 Tonne 13 Tonne
Beam
12 Weight of Brake Block 3.06 kg 2.5 kg
13 Anti-Vibration Bracket Required Eliminated
14 Horizontal Lever Required Eliminated
15 Bogie Pull Rod Required Eliminated
16 Life of the Brake Gear Less More
Components including
Wheel
17 Number Brake Gear 07 02
Adjustments

Testing of Distributor Valve

AIR BRAKE TESTING:-

1) Engine Testing
2) Continuity Test
3) Rake Test
4) SWTR / SCTR
1) ENGINE TESTING :- (RDSO – Pamphlets 9408)
With the use of 7.5 mm diameter test plate (master test plate gauge) .
 Object:- To check the leakage in engine & compression capacity of engine.
 When to be Conducted:- If there is any dispute between C & W and Loco department
regarding creation of requisite pressure in engine as well as in the rake.
 Procedure:-
i) Detach the engine from rake.
ii) Ensure -
a) MR pressure – 8 – 10 kg/cm2
b) BP pressure – 5 kg / cm2
c) FP pressure – 6 kg/cm2
iii) Ensure pressure in BP at 5 kg/cm2 & open the cut off angle cock from the both
sides (front & rear) to drop the BP pressure suddenly to wash out the system.
iv) Close the angle cock & charge the BP again at 5 kg/cm2.
v) Apply master test plate gauge with rear side of the BP hose palm.

112
 vi) Open the cut off angle cock of same BP hose & ensure the pressure in master test
plate gauge. After 60 sec not to be more than 1 kg/cm2 or gauge reading should
not be less than 4 kg/cm.
vii) If drop is more than 1 kg/cm2 , it indicates that said engine is leaking or having
low compression capacity .
viii) Engine must be detached from the rake & other engine is required for train
operation.
ix) Same procedure can be adopted to check the leakage in FP.
 Joint Committee Members:-
i) On examination station – LI + CWI + Dy. SS
ii) On road side station – Driver + Guard + TXR
iii) In Goods yard – SSE/ SE + LI + AYM / CYM.
2) CONTINUITY TEST:-
To be conducted by Guard & Driver.
 Object:- To check the continuous flow of air from engine to last vehicle (or any floating
obstruction)
 When To Be Conducted:- Before departure of primary / secondary rake from platforms or
if any attachment /
 Detachment of engine or rolling stock in the road side station.
 Procedure:-
i) After completion of rake on plat form, before departure guard & driver jointly
conducted the above test to ensure flow of air.
ii) At first guard & driver will communicate with walkie- talkie or telephone to perform
the continuity test.
iii) After that guard will drop 1.0 kg/cm2 of BP pressure from last vehicle & ask driver
for same pressure drop is sensed in engine.
iv) If yes, now driver will drop total amount of BP pressure in engine & same is asked
by the guard.
v) After drop assistant driver & guard will come down from the train and ensure brake
application especially in at least two or three vehicles near to engine and rear brake
van.
vi) If brakes are applied same should be released (in two or three vehicles) &
communicate each other.
vii) At last requisite pressure is created in engine and brake van & train is ready to go.
3) RAKE TESTING:-
The different activities / tests to be performed during rake test-
A Carry out visual examination
B Prepare of test rig for rake test
C Leakage, service application & release test

113
 Performa For Rake Test
Coach No. _______________
Type Of DV _______________
BP Pressure ______________
FP Pressure______________

Sr.
Checks Specified Result (Actual)
No.
1. Leakage
a) BP pressure 0.25 kg/cm 2/min (max.)
b) FP pressure 0.25 kg/cm 2/min (max.)
2. Service Application & Release Test
a) Brake application when BP pressure Brake should apply
reduced to 1.5 kg/cm2
b) Observe piston stroke of Brake Piston in applied position
Cylinder
c) Record the piston stroke
i) For Coaching , 90+/-10 mm ,
ii) For Goods – (Empty), 85+/-10 mm ,
(Loaded) 130+/-10 mm

4) SWTR / SCTR:-

114
 Performa for Rake Test
Coach No. _______________
Type Of DV _______________
BP Pressure ______________
FP Pressure______________
Sr. No. Checks Specified Result
(Actual)
1. Leakage
c) BP pressure 0.25 kg/cm2/min (max.)

d) FP pressure 0.25 kg/cm2/min (max.)

2. a) Brake Cylinder Filling Time (from 0 3 -5 sec.

– 3.6 kg/cm2)
b) Maximum BC Pressure 3.8 +/- 0.1 kg/cm2
3. Brake Cylinder Release Time (From 3.8 15 – 20 sec. (coaching) , 45
-0.4 kg/cm2) – 60 sec. (goods)

4. Sensitivity & Insensitivity

a) Brake application when BP pressure Brake should be applied
is reduced at the rate of 0.6 kg/cm2
in 6 sec.

b) Brake application when BP is Brake should not be applied

reduced at the rate of 0.3 kg/cm2 in
60 sec.
5. Emergency Brake Application &
Release
a) Maximum brake cylinder pressure 3.8 kg/cm2

b) Manual release of brake cylinder Brake cylinder get fully

after emergency released
6. Graduated Application & Release

a) Application BP pressure decrease in

steps & BC pressure builds
up in steps

115
 b) Leakage in BC pressure in 5 min. 0.1 kg/cm2 in 5min.
after emergency application

c) Release BP pressure increases in

steps & BC pressure
reduced in steps
7. Piston stroke For Chg. :- 90 +/- 10 mm
For Goods:-
Empty:- 85 +/- 10 mm
Loaded:- 130 +/- 10 mm
8. Passenger Alarm System
a) Pull the Handle i) Air to exhaust from
PEAV & PEASD
ii) Brake should apply
iii) Coach indication light
should glow
b) Reset PEASD Exhaust of air should stop &
indicating light should
extinguish
9. Guard’s Emergency Valve Test
1. Operate guard’s valve handle i) i) BP to exhaust
ii) Brake should apply
2. Normalize the handle Air exhaust to stop
3. Testing of BP & FP gauge in Gauge should register
guard’s compartment variation in BP& FP
pressure

Signature: -JE/ SSE

Testing Supervisor:-

 When To Be Conducted: - Single wagon / coach test is done only, if there is any major
repair / replacement is carried out with air brake components or during schedules that is IOH
or POH / ROH. (Except air hose, MU washer) if any of the part is repaired or replaced SWTR
or SCTR is done).

 Necessary Equipment:-
i) Test rig fitted with all necessary equipment.

116
 ii) Dummy palm with gauge (separate for BP &FP).
iii) CR , AR , BC are tested with pressure gauge with flexible hose & adopter.
iv) Stop Watch.
v) Measuring scale.
vi) Teflon tap & soap solution.
vii) Tool kit with different types of tools.
viii) Compressor (minimum operating pressure is 7 kg/cm2)
Test Procedure:-
i) Visual examination.
ii) Adjustment of ‘A’ dimension & piston stroke for correct brake power application.
iii) At rear end, dummy palm end with gauge is used.
iv) Attach & join the coach with the test rig.
v) Join test rig with compressor.
vi) Connect the pressure reducing valve at compressor end with test rig.

OTHER DATA
1. Application time for the Coaching stock – 3 – 5 sec.
2. Application time for the Goods stock – 18 – 30 sec.
3. Releasing time for the Coaching stock – 15 – 20 sec.
4. Releasing time for the Goods stock – 45 – 60 sec.
5. Charging time of AR (6000 Litre) 180 – 240 sec.
6. Dia. Of BP and FP in Coaching - 25 mm
7. Dia. of BP in Goods – 32 mm
8. Dia. of Branch pipe in Coaching and Goods – 20 mm
9. Dia. of Branch pipe from PEAV to PEASD – 10 mm
10. Dia. of BC in BVZC – 305 mm
11. Dia. of BC Goods & Coach – 355 mm
12. Dia. Of BMBC – 203 mm
13. Dia. of BC in Disc brake system – 10” (256 mm)
14. Dia. of Disc in Disc brake system - 640 mm
15. Capacity of CR in Goods – 6 liter
16. Capacity of CR in Coaching – 9 liter
17. Capacity of AR for goods – 100 liter
18. Capacity of AR for Coaching – 200 liter
19. Capacity of AR in BVZC – 75 liter
20. Pressure in B.P. – 5 kg / cm2
21. Pressure in F. P. – 6 kg/cm2
22. Pressure in CR - 5 kg/cm2
23. Pressure in AR for Goods single pipe 5 kg/cm 2
24. Pressure in AR for Coach twin pipe 6 kg/cm 2

117
25. Pressure in BC – 3.8 + 0.1 kg/cm2
26. Number of dirt collector in Coach – 2
27. Number of dirt collector in Goods – 1
28. Number of isolating cock in a coach – 5 (max)
29. Number of isolating cock in a wagon – 1 (max)
30. Piston stroke Goods – 85 + 10 mm (Empty) 130 + 10 mm (Loaded)
31. Piston stroke coaching – 90 + 10 mm
32. A – dimension for 13 t – 16 + 2 mm 16 t (Coaches) – 22 + 2 mm
33. A – dimension in BOXN – 70 + 2 mm BOX – 50 + 2 mm
34. E – dimension in Coaching – 375 + 25 mm ,Goods – 555 - 575 mm
35. Dia. of NRV – 3 mm
36. Dia. of PEAV – 8 mm
37. Dia. of Guard Van Valve – 8 mm
38. Max. Pressure of MR – 8 to 10 kg/cm2
39. No. of cut off angle cock per wagon – 2
40. No. of cut off angle cock per Coach– 4
41. No. of PEAV per Coach – 1No. of PEASD per Coach – 2
42. No. of Guard van valve – 1
43. Position of isolating cock –
44. A. Vertical - DV is working
45. B. Horizontal - DV isolated
46. Minimum required pulling time for manual release handle of DV – 10 sec. at 150 inclined.
47. Schedule – Monthly for air brake coaching
48. ‘J’ - Manual release, Micro switch testing
49. ‘K’ – Alarm chain test, Guard van value testing – 2 month

BRAKE CYLINDER DIAMETER

a. Bogie Mounted Brake Cylinder – 203 mm (8”)
b. BVZC (Brake Van) – 305 mm (12”)
c. Conventional trolley Wagon/Coach) – 355 mm (14”)
d. Wagon BOXN HL – 300 mm (12”)
e. LHB – 255 mm (10”)

PISTON STROKE
Type of Wagon PISTON STROKE (mm)
Empty Loaded
BOXN, BCN, BCNA BRN, BTPGLN 85 + 10 mm 130 + 10 mm
BOX, BOI, BCX, UIC Trolley 130 mm 180 mm

118
 BTPN 87 + 10 mm 117 + 10 mm
BVZC (Brake Van) 70 + 10 mm ----

BOBRN / BOBR 100 + 10 mm 110 + 10 mm

BLC 95 + 10 mm 120 + 10 mm

Note:-Charging time for single pipe air brake system rake -10 min Charging time for
twin pipe air brake system rake -5 min

BRAKE BINDING

Brake binding is a phenomenon of binding of wheels by brake blocks when the loco pilot’s brake
valve is in release position.
SIGNS & SYMPTOMS
 Train running heavy with push back tendency.
 Train does not move during starting on prescribed notch/current.
 Rise in temperature and emission of smoke from affected wheels.
 Unusual sound due to binding of wheels by brake blocks.
 Skidding of wheels on rail.

MAIN CAUSES

 Defective DV/mal functioning of DV.

 Air leakage from DV, AR, Dirt collector, angle COC and branch pipes.
 Jamming of brake cylinder piston.
 Jamming of brake gear levers, pins, brake beam hangers etc.
 Hand brake is in applied condition.

119
SCHEMATIC DIAGRAM FOR AIR BRAKE

1) BRAKE PIPE 9) CHECK VALVE WITH COCK & ISOLATING COCK

2) FEED PIPE 10) CUT OFF ANGLE COCK
3) BRAKE CYLINDER 11) HOSE COUPLING FOR BRAKE PIPE
4) AUXILARY RESERVIOR 12) HOSE COUPLING FOR FEED PIPE
5) ISOLATION COCK WITH FILTER 13) EMERGENCY BRAKE VALVE
6) DISTRIBUTOR VALVE 14) MANUAL RELEASE
7) CONTROL RESERVIOR 15) [Link] ALARAM VALVE ASSEMBLY
8) ISOLATING COCK 16) PRESSURE GAUGE

120
 BRAKE BINDING

ON ONE TROLLY

ON BOTH TROLLEYS

121
BMBS TROLLEYS AFFECTED

122
 STEPS TO RELEAE BRAKE BINDING

BP
STEP-1 Close isolating cock of BP & FP
FP branch pipe line
B

Isolate DV by moving the handle

STEP- 2 from vertical to horizontal
position and secure

Release DV by pulling QRV till

STEP -3 all the air escaped through DV

Close both bogie brake

STEP - 4 isolating cocks

Pull out the clutch & rotate spindle

STEP - 5
rod clock wise to release the piston

123
 FOR SLR COACHES
Check hand brake and ensure gap
between wheel and brake block

IF ACP ON COACHES
Reset the PEAV & if not success isolate the
PEAV isolating cock

AIR BRAKE SYSTEM ON LHB COACHES

Axle Mounted Disc Brake

124
 BRAKE CALIPERS

BRAKE PAD

BRAKE

CYLINDER
AXLE MOUNTED
BRAKE DISC

AIR BRAKE SYSTEM ON LHB COACHES

Principle characteristics of brake system:
Application time: 3-5 SEC
Release time: 15-20 SEC
BRAKE INDICATORS

BRAKE APPLIED BRAKE RELEASED

Pull QRV handle to release control reservoir pressure. If brakes

release brake indicator will turn red to green.

QRV HANDLE

125
CDTS ISOLATING FEED PIPE BOGIE - 1 BOGIE - 2 ISOLATING

COCK ISOLATING COCK ISOLATING COCK COCK

SAB WABCO BRAKE CONTROL PANEL

FEED PIPE CDTS

ISOLATING COCK ISOLATING COCK

BOGIE – 1 ISOLATING BOGIE – 2

COCK ISOLATING COCK

KNORR BREMSE BRAKECONTROL PANEL

FEED PIPE

ISOLATING COCK

Turn the FP cock

horizontal to vertical
to isolate feed pipe
supply to auxiliary
reservoir

SAB WABCO BRAKE CONTROL PANEL

126
 75 ltrs. AR Open the drain cock of auxiliary
125 Ltrs. AR reservoir to discharge the full
For CDTS
for brake pressure then close it. The
system brake indicator will turn to
green if brake binding is due to
pneumatic failure.
AR Drain
Cock
Isolate bogies by isolating both bogie cut out cock, put FP in service and work the train. The
affected coach will run as piped vehicle
CDTS ISOLATING FEED PIPE BOGIE - 1 ISOLATING BOGIE - 2 ISOLATING
COCK ISOLATING COCK COCK COCK

SAB WABCO BRAKE CONTROL PANEL

SALIENT FEATURES AND WORKING

PRINCIPAL OF BMBS WAGON

GENERAL DESCRIPTION OF BMBS

General Description of BMBS
The equipment of a transversely mounted pneumatic actuator (Brake Cylinder ) with a
self-contained, double acting slack adjuster, two brake beams, two bell crank levers and
inter connecting pushrods. The brake arrangement is available as a mechanical model with
two flexible hand brake cables. The pneumatic actuator is 10” in diameter for application
high friction brake shoe (K type) on casnub type bogies. The system consists of a unique
design with two pneumatic actuators to deliver reliable braking performance and is light in
weight. It fits into any standard IR casnub bogie and uses 58 cm thick brake shoes.

127
Salient Features
1- Use of Two no’s of 10” Dia brake cylinders with automatic load sensing device.
2- Use of 58 mm thick K type non asbestos composite brake block.
3- Piston stroke of 56(+6,-0) mm in empty condition and 62 (+6,-0) mm in loaded condition is
required to maintain.
4- Application of loads is at the ends the brake beam instead of centre resulted no chances of
bending of brake beams.
5- Cylinder is with double acting slack adjustment feature with constant piston stroke resulting
is uniform brake performances even as the brake shoes and wheels wears.
6- Total slack adjusting capacity is 500 mm including brake block wear, wheel wear and all
clearances.
7- All cylinders are equipped with an automatic piston stroke indicator.
8- Replacement of the brake head is quickly and easy by removal by only one pin.
9- Provision of mechanical hand brake system with the use of two no’s stainless hand brake
cables pulled through standard hand brake rigging.
10- Easy fitment of bogie mounted cylinder on any standard bogies without making any
modifications.

ADVANTAGES OF BMBS OVER CONVENTIONALBRAKE SYSTEM

1- SAB is eliminated providing in built slack adjuster to take up slack automatically.

2- Brake rigging completely eliminated.
3- Wt of BK system reduced approx: 300 Kg resulting more carrying capacity.
4- E/L system Modified to Automatic Load sensing hence there is no L/E handle.
5- Mechanical efficiency (Brake percentage) Increased to 47.6% (was 43.8% in case of
BOXN)
6- Push Rod of conventional type eliminated BK rigging eliminated so there was a low
chance of hanging parts in Train.
7- Braking Distance decreased.
8- Wheel wear is reduced due to use of K-Type 58 mm thick composite BK Block.
9- Speed of Train Increased due to better control.
10- Reliability of BK system is increased.
11- Low Maintenance Cost.
12- No need of Detachment of wagons in en route when BK pipe Damage.
13- Cylinder is mounted parallel to the brake beam and transfer forces through the bell
cranks.
14- Improves the efficiency and alignments of the braking forces with the wheels which
reduced the wear of shoes and wheels.
15- Use of pressure regulated load sensing device, installed between body and bogie under
frame act on 15 psi to maintain normal sensor arm travel of 95 mm.
16- Use of single stage distributor valve (conventional type).
17- Use of Two bell crank levers and two Inter connecting Push rods, to transmit braking
force from bk cyl. to wheel through primary and secondary brake beams.

128
 Brake Cylinder with double acting slack adjustment feature

When BP reduced, piston moves outward and the

DV in service indicator comes out from the BC.

Piston Stroke
Indicator

DV in isolated condition and m annually Piston Moves inside and the indicator also moves
Release…… inside

129
 Automatically changes the BC pressure, 3.8kg/cm2 /2.2kg/cm2 depending upon loaded / emptycondition.
Installed between Distributor Valve andBrake [Link] contact of lever with sideframe only during
braking.

Normal Position of bogie COC

APM (EL – 60) Valve)

Mounted on under frame, takes Deflection Individual bogie can be isolated by isolating the
of Bolster taken against side frame corresponding bogie COC

Individual bogie can be isolated by isolating the During single pipe operation the FP can be isolated
corresponding bogie COC by COC

DV

Provision of mechanical hand brake system with the use of two numbers stainless hand brake cables pulled
through standard hand brake rigging in one trolley only.

130
Mechanical arrangement for Hand brake.

DV

131
To apply hand brake rotate the wheel towards DV direction ( on either side)

As an indication the piston stroke indicator comes out.

Piston stroke

To release hand brake rotate the wheel opposite to DV. (on either side)

D
V

132
As an indication the piston stroke indicator will go inside.

To ensure the hand brake application checks the brake blocks are griping on the wheel of
corresponding trolley.

133
 Air Brake Trouble Shooting & the Remedial Measures

1) Leakage rate of the much higher than the permitted value of 0.2 kg/cm2/min in BP line.
CAUSES REMEDY
Locate the defective coach, handle of the angle Bring the angle cock handle to open position.
cock (one or more) not completely in ‘ON’
position.
Angle cock leaking /defective, pipe threads & Tighten angle cock properly. Change hose coupling &
check nut joints leaking. Hose pipe cracked or angle cock, if defective.
coupling improper.
M.U. washer at the coupling head defective. Replace M.U. washer.
Drain plug of dirt collector loose/ leaking/ its Change seal & tighten the drain plug.
seal damaged.
Common pipe bracket flange joints or CPB filter Replace sealing ring or seal & properly tighten flange
cover loose/ seal defective. & filter cover.
DV to CPB studs loose/ seal defective. Tighten stud nuts. Replace if defective.
Joints at PEAV branch pipe leaking. Replace seals of flange joints & tighten joints
properly.
One or more PEASD is not reset after operation. Reset PEASD & observe. If hissing sound is heard from
PEASD, replace it.
Guards emergency valve partially in opened Keep the valve closed. Tighten the joints properly.
condition or joints of branch pipe of pressure
gauge leaking.

2) Leakage rate of the much higher than the permitted value of 0.2kg/cm 2/min in FP line.
CAUSES REMEDY
Flange joints of branch pipe to isolating cock or Tighten the joints. Replace sealing ring, if leakage still
check valve loose. Seal of joint defective. persists.
Locate the defective coach, handle of the angle Bring the angle cock handle to open position.
cock (one or more) not completely in ‘ON’
position.
Angle cock leaking /defective, pipe threads & Tighten angle cock properly. Change hose coupling &
check nut joints leaking. Hose pipe cracked or angle cock, if defective.
coupling improper.
M.U. washer at the coupling head defective. Replace M.U. washer.
Drain plug of dirt collector loose/ leaking/ its Change seal & tighten the drain plug.
seal damaged.
Drain plug of AR or drain cock loose/ leaking/ Identify defect & replace sealing washer. Tighten the
defective. joints on FP line.

3) Both the Brake Cylinder Pistons of One Coach not coming out on Brake Application.
System of the coach is not charged due to the Clean the dirt collector.
dirt collector on BP clogged closing the BP
supply.
DV isolating cock kept close or brake cylinder Open the isolating cocks of DV & BC.

134
isolating cock closed.
BP pressure through C.P. bracket path clogged Clean the holes of CPB.
& air not reaching to DV.
Drain plug of CR loose or CR not well sealed to Replace seal & tighten the CR drain plug.
CPB.
Joint seal between CPB & sandwich piece or Replace the joints if found defective.
between sandwich piece & DV
defective/cracked/loose.
DV defective. Replace DV.

4) Brake Cylinder Piston Stroke of One or More Coaches is too less or in Excess.
Dimension ‘A’ of the SAB not properly set. Set ‘A’ dimension properly.
Brake rigging horizontal lever, floating lever Rigging by lubrication.
of equalizing lever jammed.
Slack adjuster not functioning / defective. Replace SAB.
Brake cylinder piston assembly is sticky. Replace brake cylinder.

5) Brake cylinder piston of one or more coaches not returning back on releasing brake.
Dirt collector of related coach clogged Clean dirt collector filter.
Cock of the brake cylinder branch pipe Open the cock fully
partially closed
BC piston jammed or brake rigging gears not BC return spring lost its stiffness. Replace the BC.
moving freely Agitate levers and lubricate.
Excess release time of DV Rectify the leak in BP line with Teflon tape. BP release
choke is closed with dirt, clean the released choke.
DV defective Replace DV

6) Only one brake cylinder piston of a coach not returning back.

CAUSES REMEDY

Brake rigging of the relative side jammed Lubricate the lever joints
Isolating cock on BC branch pipe partially Open isolating cock fully
closed
BC piston assembly movement not smooth or Return spring is weak, replace the brake cylinder
return spring defective
Slack adjustor not functioning properly Replace slack adjustor

7) Alarm chain system on chain pulling showing no response of either hissing sound or partial brake
application.
Mechanical gearing of the chain line Correct the mechanism or lubricate it
connected to operate PEASD defective
Isolating cock of PEAV branch pipe may be Open isolating cock fully. If isolating cock is defective,
closed or defective replace.
PEASD defective Replace it
PEAV defective Replace PEAV

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8) Brake cylinder air draining time is too long i.e., time taken is more than 20 seconds, piston is not
returning to its original position
Release choke of DV clogged Replace Dv
Return spring inside the brake cylinder lost its Identify the defective BC and replace it
stiffness
Brake rigging gear jammed Lubricate the levers of the brake rigging
BC wear ring and piston packing creating Replace BC
trouble during return movement of the piston
assembly
BC isolating cock partially closed Check isolating cock and open it fully

9) Alarm chain system is not working even after chain pulling i.e. no signs of brake application.
Chain pulling mechanism is sticking Identify the defect causing chain pulling force to be
somewhere and the pulling force is not ineffective and attend to it.
causing PEASD to operate
Isolating cock of PEAV branch pipe may be Open isolating cock fully. If isolating cock is defective,
closed or defective replace.
PEASD or PEAV not functioning properly. Also Replace the defective one or both if the system is still
no hissing sound is heard for one or both the inoperative
equipments

10) Piston movement is not smooth rather sticky or jerky in application and release.
CAUSES REMEDY
Piston rubber packing is running dry i.e. Open the cylinder cover. Clean and apply grease.
without grease or its lip turned backwards. Assemble it properly.
Piston return compression spring is deformed, Check the spring. If it is deformed, otherwise change it.
creating trouble in motion
8 Nos. Hex. Nut M-12 not equally tightened Tighten the Hex nuts equally
Piston assembly with guide tube bent or Change the piston with guide tube if bent or damaged
damaged
Spring lost its design stiffness Replace the spring

11) Regular hissing sound from PEAV is appearing during charging of the system or system is not
charging appropriately.
Piston rod subassembly such as Rubber Change the piston rod
Vulcanized seat is defective
Scratches on bottom bush seat Try to remove the scratches/ aberrations by polishing
with fine emery paper or gentle lapping
Defective compression spring on piston rod Change the spring
Scratches on inner surface of the brush is Remove scratches by polishing with fine emery paper to
obstructing the free movement of plunger make free movement
‘O’ ring sealing the top cover is defective Change the ‘O’ ring
‘K’ rings fitted external on the piece and/or ‘K’ Check and change defective ‘K’ ring(s).
ring fitted internal on position is/are defective

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12) No hissing sound from PEAV specially on pulling the pressure rod of PEASD and does not show any
brake pressure reduction effect.
‘K’ ring external on piston rod subassembly is Change the ‘K’ ring
defective
Nylock nut on the piston rod subassembly is Tighten the nylock nut
loose
Piston rod assembly including piston Dismantle the assembly & ensure smooth movement
movement is jammed
Drain choke of 4 mm clogged Clean the drain choke

13) On resetting PEASD, hissing sound from PEAV not disappearing.

Piston robber assembly is not moving Smoothen the movement of piston rod assembly
smoothly
Causes mentioned at 11 Remedies mentioned at 11
Leakage observed from nipple adapter Change the nipple adapter. Use Teflon tape on threads
threads due to undersize threads or worn to get tightening of nuts
out/loose nipple
Leakage observed at top cover joints due to Tighten the studs fully
loose hex head studs
Leakage observed at top cover joints due to Change the ‘O’ ring
defective ‘O’ ring

Train Cleaning Service

Introduction:
Train cleaning facilities to passenger is the vital assets of Indian railway. Earlier conventional cleaning
system was in practice. On the basis of passenger feedback Indian Railway has adopted three stages
cleaning of coaches i.e. Mechanized cleaning during course of maintenance at primary and secondary
depot, OBHS during course of run and CTS at nominated major station where watering and examination
facilities provided. These facilities provide better response from passenger’s side and improve images of
Indian Railway. These facilities are provided by Mechanical(C&W) Deptt.

Train Cleaning Services

Classification of Train Cleaning
* Mechanized coach cleaning
* Clean Train Station Scheme
* On Board Housekeeping services

Train Cleaning Services Mechanized coach cleaning

* 28Jan'2005 at Puri station piolet project started
*Cleaning in mechanized manner during primary maintenance of each trip
*Cleaning of coach is being carried out throughout sourcing
*Clear cut system of checking quality of cleanliness for each item
*Shortage of men power may overcome

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Mechanized Coach Cleaning Scope of work:-
 Provision of power cable and wiring.
 Collection and disposal of littered garbage from coach.
 Interior cleaning of coaches.
 Toilet cleaning.
 Doorways cleaning.
 Inside compartment cleaning.
 On the windows shutter cleaning.
 Exterior washing of coaches.
 Filling of water in all coaches.
 Cleaning of bogies.
 Locking of coaches after maintenance

Mechanized Coach Cleaning

Resources:
 Man power-As per Railway board guidelines the man power will be 0.65 man/coach
 Machine-The contractor shall utilize modern state of the equipment requiring lowest possible
Sr. Machine Type Location of use
No.
1. Portable High pressure jet machine electrically Coach exterior and Toilet
operated

2. Portable single disc mini scrubber. PVC floor and Aluminum chequered plate

3. Portable wet and dry vacuum cleaner Floor, Berth and Corner

4. Hand held electric driver single disc scrubber Hard stain removed from berth, Windows seal
and Corner
5. Hand held buffing machine wall pan protector, wash basin and squat pans

6. Steam cleaner For pantry car

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Mechanized Coach Cleaning
Tools:-
 Floor mopper.
 Window glass squeegee.
 Special cotton duster for glass cleaning.
 Jute cotton duster for wash basin cleaning.
 Disposable bag for waste.
Uniform:-
A full-bodied apron, Cap, Hand Gloves, Hand Gloves, Gumboot/Shoes, Goggle for protection of
eyes, Mask for covering mouth and Badge for name.
Mechanized Coach Cleaning Chemical
Sr. No. Location Chemical used

1 Cleaning compound for PVC floor, R2/Spiral(Johnson Diversy) or Sigla Neutral of eco lab or
rexine and roof/wall panel mokleen or RIO38

2 Exterior cleaning solution/painted Rail clean type II/Spiral(Johnson Diversey) or sigla

surface cleaner neutral of eco lab or Collin

3 Toilet cleaning solution for commode Taski R1/R2(Johnson Diversey) or sigla neutral eco lab
pan, wall protector etc or Harpic or 6o3 retoil or Domex

4 Disinfectant fluid R1/stride (Johnson Diversey) or Antiback of eco lab or

Lizol

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 5 Mirror/Window glass cleaner TaskiR3 (Jhonson Diversey) or oc glass cleaner of eco
lab or collin or mokleen

6 Stainless steel polisher Sumo inox(Jhonson Diversey) or chromol of eco lab or

collin
7 Adhesive/stiker/graffiti remover satol stenza or product of Johnson Diversey eco lab

8 Removal of pan/Gutka stain satol supreme or product of Johnson Diversey eco lab

9 Room freshener Water based Taski R5 or brand of eco lab or premium

or Hazel or Obious
10 Deodorant stick in lavatory(only AC Odonil
coach)
11 Liquid soap for hand wash(for AC Dettol/Lifeboy/Palmolive/Fem
coach only)
12 Toilet paper roll in western style toilet Jhonson Diversey or padumjee pulp

Mechanized Coach Cleaning

Work evaluation-The effectiveness of cleaning of coaches will be evaluated on a scale for interior and
exterior cleaning

Train Cleaning Services Clean train station:

 August 2003 pilot project started at RTM
 Cleaning in mechanized manner during schedule halt i.e.15 to 20minutes
 Clean train station scheme provide after 06 to12 hours journey
 Clean train station scheme will be functioned between 06.00hrs to 22.00hrs.
 Clean train station scheme will work only at watering station
 Presently CTS is functional on 40 station on Indian Railway.
 for every two coaches there shall be one workstation

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Clean train station scheme Scope of work:
 High pressure jet cleaning, drying and disinfection of all reserved coach toilets
 washbasin, mirror and shelves in toilet and doorways area to be cleaned
 Floor drying with wet vacuum cleaner and general wiping of all toilet fitting in reserved coaches
 Mopping/Swabbing of aisle area with disinfecting agent inside reserved coaches
 Mopping and Swabbing of area between toilets and between doorways and vestibule
 Spraying of deodorant and anti-mosquito agent in all the reserved coaches
 Wiping of platforms side window glass of all the Ac coaches & underneath the washbasin from AC
coaches
 Collection and dumping of waste from OBHS train during 06.00hrs to 22.00hrs

Man Power requirement for one workstation: Machines:

Items Specification Machine No. of machines
per work station
Operators Required 03 Nos.
High Pressure Jet 1
Type of Operator Semi-Skilled Machine(s)
required
Wet & Dry Vacuum Cleaner 1

Clean train station scheme

Tools:-
 Floor mopper
 Windows glass squeegee
 Special cotton duster for glass cleaning
 Disposable bag for waste
 Brushes for toilet & Door area cleaning
Uniform:-
 A full body apron
 Cap
 Hand Glove
 Humboldt/Shoes
 Goggles for protection of eyes
 Mask for mouth covering
 Badge for name

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Clean train station scheme Chemical:-
Sr. No Location Chemical used
1. Floor cleaning of toilet and Spiral (Jhonson Diversey) or sigla neutral of eco lab
doorways
2. Ceramics toilet fitting cleaning R1/Taski R6 (Johnson Diversey) or sigla neutral of eco lab
or Sparkleenw
3. Glass cleaning Taski R3 (Jhonson Diversey) or OC glass cleaner of eco lab
or collin
4. Disinfectant for lavatory and aisle Disinfectant of reputed brand [Link] Diversey eco lab
area
5. For vestibule doorways Mosquito Repellent:-Hit,Buz,Bygon,Mortin
6. Deodorant/perfume for AC coach Taski R5 or Ecolab
Clean train station scheme
Work Evaluation:- The effectiveness of cleaning of coach will be evaluated on a scale for cleaning.

Clean train station scheme:

The effectiveness of cleaning of coaches will be evaluated on a scale for cleaning. Following penalty will
be imposed if performance achieved by the contractor is below 95% on any day
Sr. No. Percentage Score Penalty
1. 95% and above No Penalty
2. 85%and above up to 94% 10% of acceptance rate
3. 75%and above up to 84% 20%
4. Less than 75% No payment
Train clean Services OBHS:-
 Main object of OBHS is to provide hygiene in enroute train
 The OBHS scheme shall be limited to only reserved class vestibule coaches

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  OBHS to be provided in train those covers more than16hrs journey
 As per Railway board instructions OBHS provided in train from 05.00hrs to 09.00hrs and 16.00hrs
to 20.00hrs and rest of time on demand basis
 OBHS is provided in 864 train in Indian Railway.
 For accommodation of OBHS staff should be earmarked in last two side berth in lower reserved
class on payment basis.

On Board Housekeeping Services scope of work:-

 The toilet cleaning
 Dry the toilet floor surface and internal fitting.
 Spraying disinfectant for sensitization of toilets.
 Providing toilet paper (Tissue paper) in western style toilet.
 Dry cleaning and mopping of the passenger compartment, aisle area, cleaning of doorways,
gangway and vestibule portion including clearance from dustbin.
 Spraying mosquito repellent in all coaches.
 Spraying Air freshener in the AC Coaches.
 Collection of garbage in poly-bags disposal at the nominated en-route station.
 Open the blockage of biotoilet in enroute.
 Providing Deodorant stick (Odonil) in lavatory.

On Board Housekeeping Services Resources:-

Man Power:-For three coaches or a part will form one workstation having one janitor
Tools: - Super absorbent floor mapper
 Squeeze Brush
 Bottle with spray gun for storing and dispensing cleaning chemicals
 Toilet commode Brush
 Carpet Brush
 Bucket
 window glass squeeze
 micro fiber cloth for mirror Cletus
 Sponge duster for wash basin cleaning
 Disposable bags for garbage collection
On Board Housekeeping Services Uniform:-
 A full-bodied apron
 Cap

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  Gumboot/Shoes
 Goggle for protection of eyes
 Mask for mouth covering
 Badge for name

On Board Housekeeping Services:

Work Evaluation-OBHS staff shall obtain passengers feedback from 4(four) passenger per coach
and one feedback shall also be taken from TTE for each direction

On Board Housekeeping Services Chemical:-

Sr. No. Location Chemical used
1. Cleaning compound for PVC floor, Mokleen/RIO 38
rexin and wall panels
2. Cleaning agent for commode pan Harpic/Retool/Domex
and wall protector
3. Disinfectant fluid. Lizol
4. Mirror/Windows glass cleaner Colin/Mokleen
5. Deodorant stick in lavatory Odonil
6. Liquid soap for hand wash Dettol/Lifeboy/Palmolive/Fem for1st class AC Coaches
Aquagold/Henko for other AC coai
7. Room freshener Premium/Hazel/Obious
8. Mosquito Repellent Hit/Begon
9. Toilet paper roll in western style Standard brand
toilet

On Board Housekeeping Services:

Penalty shall be imposed for unsatisfactory work and shall be based on average passengers satisfaction
index (PSI) of round trip basis

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 Average PSI Penalty
<60 %........ 40 % of accepted rate for the train shall be deducted
61 % to 75% 30 % of the accepted rate for the train shall be deducted
76% to 85% 20% of the accepted rate for the train shall be deducted
86% to 100 No Penalty full payment shall be made

SMS based CLEAN MY COACH app for on demand cleanliness introduced in all these train

FIRE
Definition of Fire: Fire is a chemical chain reaction, in presence of correct proportion of oxygen, heat
and fuel.
Fire TriangleFire is a chemical reaction between a fuel and oxygen in presence of heat. In other words,
it may be stated that three things are essential for fire which can be represented by the three arms of
a triangle, viz. Heat, combustible substance and the supporter of combustion or oxygen. A fire can not
take place in absence of any one of these three factors.

OXYGEN HEAT

COMBUSTIBLESUBSTANCE

TYPES OF FIRE (CLASSIFICATION) :-

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 CLASS OF FIRE TYPE OF EXTINGUISHER USED
CLASS ‘A’ Water expelling type extinguishers.
Fires involving solid combustible materials of
organic nature such as wood, paper, rubber,
plastic etc. where the cooling effect of water is
essential for extinction of fires .
CLASS ‘B’ Foam, dry powder, vaporizing liquid, and
Fires involving flammable liquids or liquefiable carbon dioxide extinguishers.
solids, where a blanketing effect is essential.
CLASS ‘C’ Dry powder, vaporizing liquid and carbon
Fires involving flammable gases under pressure dioxide extinguishers.
including liquefied gases, where it is necessary to
inhibit the burning gas at fast rate with an inert
gas, powder or vaporizing liquid for
extinguishers.
CLASS ‘D’ Extinguishers with special dry powders for
Fires involving combustible metals, such as metal fires.
magnesium, aluminum, zinc, sodium, potassium
etc, when the burning metals are reactive to
water and water containing agents and in certain
cases carbon dioxide, halogenated hydrocarbons
and ordinary dry powders. These fires required
special media and techniques to extinguishers.
METHODS OF EXTINGUISHING FIRE :
A) STARVATION – means removing records, furniture and other combustible substances away from the fire
B) SMOTHERING – means prevention of Oxygen, access of fresh air into fire, using sand, foam etc., to cover
fire.
C) COOLING – means reducing the degree of temperature or heat.

GENERAL CAUSES OF FIRE IN RAILWAYS: (i) Carrying stoves, sigris, gas cylinders, kerosene oil, petrol fire
works etc. in passenger's compartment.
(ii) Making fire/using fire near paper, wood, petrol or such inflammable articles
(ii) Lighted match sticks, cigarette ends carelessly thrown.
(iii) Short circuits in electrical wirings.
(iv) Using naked light during authority token delivery, to the driver, shunting of inflammable loads, sealing
of inflammable wagons.
(v) Use of open fire, smoking near gas/petrol tank.
(vi) Non-removal of garbage from pantry car/coaches.
Every one should take all possible precautions to keep away from doing the above mistakes so that
possibility of breakage out of fire can be minimized.
Types of fire extinguisher
Water Fire Extinguishers:
The cheapest and most widely used fire extinguishers. Used for Class A fires. Not suitable for Class B
(Liquid) fires, or where electricity is involved.
Foam Fire Extinguishers:
More expensive than water, but more versatile. Used for Classes A & B fires. Foam spray extinguishers

146
are not recommended for fires involving electricity, but are safer than water if inadvertently sprayed
onto live electrical apparatus.
Dry Powder Fire Extinguishers:
Often termed the ‘multi-purpose’ extinguisher, as it can be used on classes A, B & C fires. Best for
running liquid fires (Class B). Will efficiently extinguish Class C gas fires, BUT BEWARE, IT CAN BE
DANGEROUS TO EXTINGUISH A GAS FIRE WITHOUT FIRST ISOLATING THE GAS SUPPLY. Special
powders are available for class D metal fires.
CO2 Fire Extinguishers:
Carbon Dioxide is ideal for fires involving electrical apparatus, and will also extinguish class B liquid
fires, but has NO POST FIRE SECURITY and the fire could re-ignite.
Wet chemical
Specialist extinguisher for class F fires.
For Metal Fires: A specialist fire extinguisher for use on Class D fires - metal fires such as sodium,
lithium, manganese and aluminium when in the form of swarf or turnings.
TYPES OF FIRE EXTINGUISHER LABELS:
Class A Extinguishers will put out fires in ordinary combustibles, such as
wood and paper. The numerical rating for this class of fire extinguisher
refers to the amount of water the fire extinguisher holds and the amount of
fire it will extinguish.

Class B Extinguishers should be used on fires involving flammable liquids,

such as grease, gasoline, oil, etc. The numerical rating for this class of fire
extinguisher states the approximate number of square feet of a flammable
liquid fire that a non-expert person can expect to extinguish.

Class C Extinguishers are suitable for use on electrically energized fires. This
class of fire extinguishers does not have a numerical rating. The presence of
the letter “C” indicates that the extinguishing agent is non-conductive.

Class D Extinguishers are designed for use on flammable metals and are
often specific for the type of metal in question. There is no picture
designator for Class D extinguishers. These extinguishers generally have no
rating nor are they given a multi-purpose rating for use on other types of
fires.
Duties of Members of Fire Brigade during fire in trains:-It must be remembered that no fireman
should go on or near the track unless it is essential. The officer-in-charge should, on arrival:-
i. Assess the situation; decide whether immediate action is necessary and set up safety procedures as
quickly as possible.
ii. Identify accurately, the location of the incident to this bridge control. They will alert Railway Traffic
Control to the brigade’s presence on or near the track.
iii. Request, through brigade control, the measures he wishes the railway authorities to take and
ensure by confirmation that it has been done.
iv. Inform brigade control of the action he is taking.

147
 v. Exercise rigid control of all personnel in the danger area, including IR staff and be ready to change
the disposition of men, appliances and equipments to ensure the greatest safety under all
circumstances.
vi. Make sure all fire brigade personnel are wearing conspicuity jackets.
FIRE IN COACH :- The following precautions should be taken immediately:-
i. First of all pull the alarm chain to stop the running train.
ii. Switch off all lights and fans from the junction box.
iii. Cut off electrical connection from next coach through EFT at both the ends.
iv. Cut off battery fuse/ terminals.
v. After stopping of train, coach should be isolated and detached immediately to avoid spreading of
fire to adjacent coaches.
vi. Disconnect the AC generator ( Alternator) to remain the generator dead.
vii. Then apply necessary fire extinguishing methods on the coach.
ISOLATION/ DETACHMENT OF BURNING COACH:-
1. Guard / Asstt. Driver will detach the burning Coach from train.
2. Coach Attendant & Ticket checking staff on duty will also assist them.
3. All Railway staff traveling by same train has also to assist.
4. Before uncoupling the Coach lift up the Vestibule Fall plate.
5. Close the cut of angle cock of the loco side and Guard side Coach.
6. Uncouple the coupler of rear coach and pull the culprit coach, safe distance ahead.
7. Uncouple the coupler of the front coach and pull the front side rack away from culprit coach, safe
distance ahead.
8. Driver will intimate to Power Controller giving full details of fire.
9. Guard will intimate to Chief Controller giving full details of fire
10. Conductor will intimate to Commercial Controller giving full details of fire.
11. Then take necessary Fire extinguisher action from available resources.
PROVISION OF FIRE EXTINGUISHERS IN TRAIN :-Fire extinguishers (DCP Type of 5 kg capacity for BC
class fire) are provided in every guard compartment, Locomotives and all types of AC Coaches at
following locations.:-
 SLR - 02 nos. in Guards cabin.
 Diesel Loco - 04 nos. in Drivers cabin
 AC Loco - 04 nos. (02 nos. each in both Driver cabin)
 AC Coaches - 02 nos. each near electrical panel.
DISPLAY PLATE OF “PREVENT FIRE”:-
Inside the train compartment:-
• Do not throw lighted articles.
• Do not carry explosive articles.
• Do not carry inflammable articles.
• Do not light up stove or sigri.
• Offenders are punishable with imprisonment and up to three years & fine up to Rupees Three
Thousand.
• Help Railways- Reach you safely.
PROVISION OF FIRE RETARDENT MATERIAL IN COACHES :- Fire retardant curtains ( Roller blinds),
Enamels, different gel coatings, mica and PVC in Flooring and berths, are being used in coaches to reduce
the gravity of fire.

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Pantry Car Fire Safety Procedure:-Sleeping cars and catering units carry LPG cylinders, for which there
should be a main supply shut off valve. If it is possible to isolate a burning vehicle from the rest of train,
the attendant should ask the train crew to do this.
Fire Safety Procedure:
1. Valve Leak & Body leak cylinders are remove before installing to manifold on
train.
2. All electrical fitting in the area are flameproof type.
3. To prevent generation of sparks due to following of cylinder etc. the floor and
supporting structure are given a coating of antistatic mastic.
4. The storage of cylinders are protected with spray system having density of 20
ltr. per min/mtr2
5. To protect this manifold from high temperature in summer condition a cooling
water ring is provided on top of the operating manifold.
6. For First Aid fire fighting extinguishers of dry chemical type and carbon dioxide
type are provided.
7. To direct leakage of LPG a gas detection systems is provided having sensors all
over the pantry car are and storage.
8. All LPG pipeline from manifold are provided with pressure release valve.
FIRE – DO's & DON'T's :
AVOID :
i) Smoking or lighting a flame where it is prohibited;
ii) Throwing of oil soaked jute/cloth carelessly;
iii) Throwing of burning match-stick bidi/cigarettes carelessly;
iv) Do not overload electric circuits in a wagon;
v) Do not allow running of hot axle wagon;
vi) Do not keep explosive materials along with combustible materials;
vii) Carrying of gas stoves, kerosene oil, gas cylinders, kerosene jars, petrol or other inflammable articles in
passenger carrying trains, should be restricted.
OBEY :
i) Be speedy but do not get nervous.
ii) Locate the fire extinguishing substances viz. water bucket with water/sand, fire extinguishers etc.
iii) Raise alarm.
iv) Inform all concerned to assist in extinguishing the fire.
v) Segregate/remove all valuable properties.
vi) Keep fire extinguisher/water buckets in readiness.
vii) Arrange to isolate the source of fire if possible.
viii) Ascertain the type of fire viz. – dry, oil, gaseous, electric and use the right type of extinguishers.
ix) In case of the fire from electricity, switch "OFF" the source.
x) Do not stand against the wind.
IMPORTANT :
i) Driver, guard passing a section if notices fire of serious nature in a village endangering life, may stop
his train out of course to the next station and shall inform station master about the fact with KM/Location.
ii) In case of total interruption of communication or as the case may be a train can be stopped out of
course to communicate information asking assistance.
iii) Driver, guard passing through or entering a station if notices fire, need not stop out of course. Stopping
trains where fire may cause damage to train/passenger/goods, shall control their train suitably so that fire
can not harm vehicle/wagon and shall take protection required as per GR 6.03.

149
iv) But if they notice fire on approaching/passing train on adjacent line shall switch on flasher light,
whistle continuously and exhibit red hand signal till the affected train is passing. They shall stop their train
immediately to the spot where field telephone socket is provided or to the station whichever comes first to
communicate first fire information to control.
v) When the fire is of serious nature, nearby municipal, private or Railway fire brigade may be called
without delay.
vi)The occurrence of a fire shall be informed to the nearest station by most expeditious means and the
Station Master on receipt of such information shall relay control, IOW, Divisional Security Officer and other
agencies.
FIRE – WHAT TO DO WHEN: In the event of a vehicle on a train being on fire
i) The train shall be stopped.
ii) The burning vehicle to be isolated, a distance of not less than 45 meters being left between it and the
other vehicles of the train.
iii)The train shall be protected in accordance with GR 6.03, if not protected by fixed signals.
iv) Every effort shall be made to extinguish the fire and to save the wagon labels, seals and the contents of
the vehicle.
v) Earth or sand, if available shall also be used.
vi)In case of fire is discovered when the train is near a tank or a watering station, the guard and driver
shall use discretion to proceed there, but no such attempt shall be made until the portion of the train in
rear of burning vehicle has been detached.
When a person's clothing catch fire
i) Approach him holding with the nearest available wrap in front of you.
ii) Wrap it round him.
iii) Lay him flat on the floor, smothering the flames.
iv) On no account should be rush into the open air.
v) Call for assistance.
Fire caused by petrol or any other inflammable liquids, acids or gases
i) Segregate the affected wagon, coach or area involved.
ii) On opening a wagon do not enter immediately. You would, thus, avoid fumes which may be dangerous.
iii) Use D C P Type fire extinguishers and sand and not water or soda acid type fire extinguishers.
iv) Do not bring naked lights near the site of fire.
v) Inform the nearest Railway or civil fire stations intimating that the fire has been caused by petrol or any
other inflammable liquids or gasses or acids.
CORRECTLY USE A FIRE EXTINGUISHER:-
There are four important steps you must know to correctly use a fire extinguisher.
The PASS method can help you to easily remember those steps.
PASS
 Pull the pin.
 Aim the extinguisher or nozzle at the base of fire.
 Squeeze the handle and release the extinguishing agent.
 Sweep the extinguisher from side to side across the base of the fire until it appears to be out.

150
batu n{krk ,oa yhdst VsLV
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batu dh n{krk ijh{k.k %&
1- batu es oh-ih- xst esa ,;j izs”kj 5kg/Cm2.,e-vkj izs”kj 8&9-5kg/Cm2 psd djsa A
2- batu es yxs A-9 okYo dks bejtsUlh fLFkfr esa yk;sa] nksuks ,axy dkd cUn djsa] iqu( fjyht fLFkfr esa ykdj
dV bu 8.0+_0.1/kg/Cm2 RkFkk dV vkmV 9.5+_0.1/kg/Cm2 ij lqfuf”pr djsAa
3- batu ds ,d rjQ ,;j gkst esa 7-5mm gksy okyh VsLV difYkax yxk;s]a eYVhiy yksdks esa fiNys batu ij
VsLV difyax yxk;sAa
4- A&9 okYo ds gsM a y dks fjyht fLFkfr esa yk;s vkSj 5kg/Cm2 izs”kj cuk;sAa
5- ch-ih-,l-MCyw dks nck dj j[ksa batu dh dkWd [kksys rFkk VsLV IysV ij yxs xst esa izs”kj dk fjlko uksV djs
tksfd 60 lsdsM
a esa 4.4kg/Cm2 ls uhps ugh fxjuk pkfg;s ¼vFkkZr 60 lsdsM a esa 0.6kg/Cm2 ls T;knk ok;q nkc
dk fjlko u gks½A
6- yksdks dh n{krk ijh{k.k lHkh dEizs”kj tksfd Vsu ifjpkyu ds fy;s vko”;d gS fd dk;Z”khy voLFkk esa dh
tk;sA

batu dk yhd ijh{k.k %&

1- batu ds nksuksa fljs dV vkWQ ,axy dkWd cUn djsa A&9 okYo dsa gsM a y dks fjyht fLFkfr esa j[ksa rFkk
5kg/Cm2 ch-ih- nkc cuk;sAa
2- A&9 ds gsMa y dks ewo dj 0.6 kg/Cm2 izs”kj fxjk;s vkSj ch-ih xst fufMy fLFkj gksus nsa rFkk C&2 fjys
okYo ;k ,y-,u-Vh dkWd cUn djk;saA
3- ok;w nkc dk fj;ko uksV djsa tks fd 5 feuV esa 0-7kg/Cm2 ls T;knk ugha fxjuk pkfg;sA

151
 CRITERIA FOR CATEGORISATION OF FREIGHT EXAMINATION YARD
As per Railway [Link]. 2011/m (N0/951/3 dated 16.03.2012

Category Criteria for Categorization

A 1) Having Pucca Pathway on more than 50% of the lines nominated for examination.
2.) Sufficient illumination facilities.
3.) Sufficient material handling facilities.
4.) Sufficient welding facilities.
B I) Having Pucca Pathway on more than 50% of the lines nominated for examination.
II) Sufficient illumination facilities.
III) Sufficient material handling facilities.
C 1) Having Pucca Pathway on more than 50% of the lines nominated for examination.
2.) Sufficient illumination facilities.
D Having Pucca Pathway on more than 50% of the lines nominated for examination.
E No Pucca Path way But some other facilities are available.
F No facilities are available.

Standard facilities for yard

Standard timing
S. No. Description Time taken
1. Arrival to line block for examination Approximate 2 hours
2. Examination time by C&W 4hours (100 man-hours) for cc 2.5 hours (56Manhours) for
other rakes.
3. Shunting time ½ to 1 hour
4. Ready to dispatch 0.25 to 0.5 hrs.
Since arrival pattern of rake is not uniform we have to provide for average waiting time of 2 to 3 hrs. In addition to above timings given for 1
to4. so total time for one train engaging the line is approximately 10 hrs.

INFRASTRUCTURE FOR Pr. &CC

[Link]. Description (Items required) Amount/Quantity Required
1. No. of examination lines 02
2. No. of shunting lines/for traffic use 02
3. Distance between two adjacent line 7.5 meter
4. Provision of 2 meter cc path way between two lines -
5. Road transportation for truck etc. 5 meter wide
6. Length of examination line(rack length fouling mark) 700 meter
7. No. of rolling in-rolling out examination hut With light 2 nos.
8. Provision of store, tools, compressor/exhaust, and battery charging & As per requirement
supervisor rooms.
Lighting facilities
1. Provision of tower light 6 nos.
2. Street Light At distance of 20m
Machinery and Plant
[Link]. Description (Items required) Amount/Quantity Required
1 Welding lines 01 row per two lines
2 Arc welding set (mounted on trolley) 01 ( Per examination Batch)
3 Portable DG set for welding 01 ( Per examination Batch)
4. Gas cutting set 01 ( Per examination Batch)
5 Electric compressor 500 CFM 01 No
6 Diesel operated compressor 500 CFM 01 No.
7. Pneumatic pipe line (32 mm dia) All examination line
8. Rake test Rig 01 No. per 02 lines

152
9. Pick up Van 01 per Batch
10 Lister Truck 01
11 Hand trolley 01
12 Hydraulic jacks 4 jacks (Each20 & 25 T capacity)
13 Bottle jack Capacity 20T 01 ( Per examination Batch)
NOTE [Link].1 to 4 are not permitted in POL depot (For Oil Tank).
Tools and Gauges:-
[Link]. Description (Items required Amount/Quantity Req.
1. Tool Bag 01 per fitter
2. Pressure gauge test stand 1
3. Wheel profile gauge (Tyre defect gauge) 01 per examination gang
4. Wheel diameter gauge 1
5. Buffer height gauge 1
6. Hand Tools (Hand hammer, cotter punch, pin punch, crow bar etc.) 1 (Set)
Miscellaneous:
[Link]. Description (Items required Amount/Quantity Req.
1. Office furniture As per requirement
2. FOIS ( TO Monitor movement of CC Rake) 01
3. Computer with printer ,UPS etc. 01 set
4. Walkie Talkie and CUG As per requirement
5. Railway telephone 01
6. Rake with locker 1 locker per staff
7. Storage Rake As per requirement

153
 FREIGHT STOCK
The term freight stock means and includes all rolling stock other than coaching stock and locomotives
irrespective of contents and whether attached to a passenger or goods train. The term wagon applies only
to freight stock. Indian railways have different types of wagons to transport different commodities like
coal, cement, fertilizers, ores, food grains, petroleum products, iron and steel and other finished products.
To cater for the transportation requirements various types of freight stocks having different features in
use are classified as under.
1) According to it’s Under Gear
a) Four Wheeled wagon
i) Conventional Wagon.
ii) Modified Wagon
iii) Tank Wagon
b) Bogie stock wagon
i) Diamond frame bogie
ii) Cast steel bogie
iii) UIC fabricated bogie
iv) CASNUB Bogie
2) According to Its Utility
a) Open wagon
b) Covered Wagon
c) Flat Wagon
d) Hopper Wagon
e) Well Wagon
f) Container Wagon
g) Tank Wagon
h) Explosive Wagon
i) Brake Van
POH INTERVAL OF AIR BRAKE STOCK
Sr. POH (Years)
Stock
No First Subsequent
BOXN, BRN, BPTH, BOST BOXNHS, BOXNHA, BOY (newly
1 6 4.5
built with Casnub bogie)
BCN/BCNA, BTPN, BLCA/B BCCN/R, BOBR, BOBRN, BFNS,
2 6 6
BCNAHS
3 BTPGLN, BTAL/BTALN 4 4
4 BOY (with Amsted bogie) 3 3
5 BVZC, BVZI 2 2
POH INTERVAL OF VACUUM BRAKE STOCK
Sr. POH (Years)
Stock
No First Subsequent
1 BOX, BCX, BRH, BOXK, BOXKH, BFK, BFKL, BOBY 4.5 4.5
2 BOBS 3 3
3 BTPGL, BOI, BRS 4 4
4 TX, THA and all other 4Wh. Tank wagons 2 2
5 CRT, tank wagons (4Wh), fitted with RB 3.5 3.5
6 Bogie well wagons (BWT, BWS, BWH, etc) 4.5 4.5
7 BOB (PB), BOBC (PB) and other deptt hopper wagons and 4.5 4.5

154
 other bogie wagons with PB
8 Brake Vans 2 2
9 All other wagons other than listed above 2 2
ROH INTERVAL OF AIR BRAKE STOCK
S. ROH
Stock
No. (Months
BOXN, BRN, BTPH, BOST, BOXNHS, BOXNHA,BCN/BCNA, BTPN, BLCA/B, BCCN/R,
1 18
BOBR, BTPGLN, BOBRN, BFNS, BCNAHS, BTAL/BTALN
2 BOY (with Amsted bogie) 18
ROH INTERVAL OF VACUUM BRAKE STOCK
S.
Stock ROH (Months
No.
1 BOX, BCX, BRH, BOXK, BOXKH, BFK, BFKI, BOBY, BOBS 18
2 BTPGL, BOI, BRS 24
3 CRT, tank wagons (4Wh.) fitted with RB 14
4 Bogie well wagons (BWT, BWS, etc) 18
BOB (PB), BOBC (PB) and other deptt hopper and other bogie wagons with PB
5 18
(BFR etc.)
6 All other wagons other than listed above 18

‘BOX’N WAGON

SAILENT FEATURES OF ‘BOX’N WAGON

Sr No. Particulars Description

1. Estimated tare weight 22.47T
2. Payload 58.81T
3. Gross load 81.28T
4. Axle load 20.32T
5. Ratio of pay load to tare weight 2.72

155
 6. Track load density (gross) 7.59T/m
7. Floor area 20.87 sqm
8. Volumetric capacity 56.29 cubic m
9. Overall width 3200mm
10. Inside width 2950mm
11. Journal center 2260mm
12. Length over center buffer faces (NT) 10713mm
13. Length over headstock 9784mm
14. Bogie center’s 6524mm
15. Wheel diameter on tread(new/condemning) 1000mm/906mm
16. Wheel base 2000(+ -5)mm
17. Height of CBC from rail level 1105mm
18. Distance between side bearers 1474mm
19. Type of side bearers Roller type
20. Type of center pivot IRS spherical
21. Type of brake beam Unit type fabricated brake beam
22. Suspension details Long travel helical spring
suspension
23. Type of roller bearing [Link] CTRB suitable for 152.4
x276.4mm(6”x11” wide jaw)
24. Type of bogie CASNUB 22W
25. ‘A’ dimension 70(+2/-0)mm

DETAILED SAILENT FEATURES OF BOXN WAGON:-

1. No. of doors in BOXN wagon- 2 (on one side, at both ends)
2. DRAW & BUFFING GEAR:-
 High capacity, high friction draft gear used
 High tensile straight CBC used.
 CBC coupler working capacity – 120 ton.
 Proof load – 170 ton.
 Hauling capacity in 1:10. In up gradient – 9000 ton.
3. BOGIE:-
 CASNUB bogie used.
 Axle load capacity 22.9 ton.
 Secondary suspension, helical spring used.
 Side frames are joined through spring plank & bolster.
 UIC spherical type centre pivot fitted [except 22 W, 22 W(R)].
 Metal bonded constant contact rubber pad side bearer used.
 Fit for 90 kmph, 100 kmph for HS.
 Maintenance cost is less.
 Head stock with diagonal bar is removed.

156
 4. BRAKE GEAR:-
 Single pipe air brake system.
 SAB, empty load device used.
 Clearance between wheel & brake block is maintained through SAB.
 Pocket liner type brake beam.
 No. of brake beam – 4.
 No. of brake block – 8.
5. RUNNING GEAR:-
 Axle load – 22.9 ton.
 CTRB used.
 New wheel dia. – 1000 mm.
 Condemning dia. – 906 mm.
 Journal centre – 2260 mm.
 Dia. Of journal – 144.5 mm.
6. OTHER FEATURES:-
 Ratio of pay load to tare weight – 2.72
 Track loading density (gross) – 7.59 ton/m
 Volumetric capacity-56.29 cu meter
 Overall width- 3200 mm
 Length over center buffer face – 10713 mm
 Bogie center – 6524 mm
 Wheel base- 2000+/- 5 mm
 Height of CBC from rail level -1105 mm
 Distance between side bearers -1474 mm
 ‘A’ dimensions-70+2/-0 mm
BOGIE STOCK WAGON
I) Diamond frame bogie - Used in BOB wagons
II) Cast steel bogie – Used in BWT wagons
III) UIC fabricated bogie – Used in VAC. Brake Bogie Stock
IV) CASNUB Bogie – Used in Air Brake Bogie Stock

157
 Isometric view of
UIC Bogie

COMPARATIVE STUDY BETWEEN UIC AND CASNUB BOGIES

[Link]. UIC BOGIE CASNUB BOGIE
1. It is introduced in 1962. It is introduced in 1972-73.
2. It is a fabricated bogie. It is a cast steel bogie.
3. Weight: 5.5 to 6.0 T. Weight: 5.35 to 5.45 T.
It comprises sole bar, head stock, There is a permanent departure of diagonals and
4.
longitudinal bar, diagonals, etc. head stock.
Except Casnub 22 HS bogie (20.3 T), all version of
5. It is designed to take axle load of 20.3T.
casnub are designed to take axle load of 22.9 T.
It is utilized in vacuum brake stock i.e. BOXC, It is utilized in air brake bogie stock i.e. BOXN,
6.
BCXC, BRHT. BCN, BRN.
It comprises two no’s of wheel set fitted with It comprises two no’s of wheel set fitted with
7.
cylindrical roller bearing. cartridge tapered roller bearing.
Axle capacity of cylindrical roller bearing Axle capacity of cartridge tapered roller bearing
8.
wheel set is 20.3 T. wheel set is 22.9T.
Wheel diameter 1000mm (new) & 860mm Wheel diameter 1000mm (new)
9.
(condemn). &906mm(condemn).
There is a provision of laminated leaf spring There is a provision of helical springin secondary
10.
primary suspension. suspension .
There is a provision of bogie transom fitted There is a provision of floating bolster with
11.
with UIC bogie spherical type pivot. UIC&IRS pivot.
There is a provision of 2 nos. of brake beam per
Bogie each fitted with 4 nos. of brake beam
12. bogie sliding in pocket type suspended with
suspended with hangers..
hanger.
There is a provision of clasp type brake There is a provision of single block type brake
13.
rigging arrangement rigging arrangement.
There is a provision of metal plate side
There is a provision of metal bonded rubber pads
14. bearer arrangement.
side bearer arrangement.
15. There is a provision of total 36 types of pins. Only 10 types of pins are used.

158
 There is a provision of 4 nos. vertical floating
16. Only 2 nos. of vertical floating lever are provided.
lever in brake rigging.
Crown packing of 10mm, 20mm, 35mm, and
Packing plate of 12mm and 37mm are utilized for
17. 45mm are used for adjustment of CBC
adjusting CBC height.
height.

CASNUB BOGIE
CASNUB BOGIE:: CASNUB BOGIE means Cast Steel Bogie equipped with snubber spring . Bogie comprises
of two cast steel side
frames and a
floating bolster. The
bolster is
supported on the side
frame through two nests
of spring, which also
incorporate a load
proportional
friction damping .the
side frames are
connected by a
fabricated mild steel
spring plank to maintain the square ness of the bogie

History:
 The CASNUB bogie was first tested in 1972 under BOI wagon and was found safe to run at test
speed upto 110 [Link] test result have been published in RDSO’s mechanical engineering report
no. M -265.
 In 1981 trials were again undertaken on these bogies under BOXN wagon to maintain the main line
standard and its behavior was well within safety limits upto 90 kmph speed and was designated as
CASNUB 22W . These were modified as CASNUB 22W(M) mainly to take care of high wheel wear
reported on earlier versions . Subsequently CANUUB 22 NL (Narrow jaw) and CASNUB 22 NLB
(Narrow jaw with fish belly bolster) version were introduced.
 CASNUB 22 HS bogies have been developed for high speed operation with maximum permitted
speed upto 100kmph

SALIENT FEATURES OF CASNUB BOGIE:

SR ITEMS DESCREPTION
1 Gauge 1676 mm
2 Axle load 22.9 T
3 Wheel diameter 1000 mm new, 956 mm new for 22W (retrofitted)
4 Wheel base 2000 mm
5 Type of roller bearing Slandered AAR cartridge bearing
6 DISTANCE between 2260 mm
journal centers

159
 7 Distance between side 1474 mm
bearer
8 Type of side bearer a) Roller type clearance for CASNUB 22 W.
b) Spring loaded constant contact for CASNUB 22 HS.
c) Constant contact type (metal bonded rubber pads for others
d) P U pad (poly Urethane) for BOXN M1 &BOXNEL wagon
9 Anti rotation feature Anti rotation lugs have been provided between bogie bolster and side
frame
10 Type of brake beam Unit type cast steel brake beam suspended from side frames bracket
CASNUB 22 W(M)
11 Center pivot 1) IRS spherical type for 22W only
2) Spherical type (UIC concept) for others
12 Suspension details Long travel Helical Springs
13 Elastomeric Pad Elastomeric Pad has been provided between adopters and side frames
pedestal roof to reduce wheel flange wear.
BOGIE COMPONENTS
• Side frame with friction plates
• Spring plank
• Bolster with wear liners
• Friction Shoes
• Load bearing spring
• Center pivot top & bottom
• Bolster pivot pin
• Side bearer
• Wheel sets with bearing units
• Side frame key with Key bolt, nut, spring washer &split pin.
• Elastomeric pads.
• Bogie brake gear components.
• Packing piece of CBC height adjustment.

160
Version of CASNUB Bogie:
CASNUB 22W(MARK I)
 Introduced in 1972
 Weight 5.35 T
 Provision of adapter retainer bolt in outer jaw
 E M pad not provided
 Provision of wide jaw adapter
 Provision of floating bolster
 IRS pivot riveted and welded or casted
 Clearance roller type side bearer
 Sliding packet type brake beam
 Fitted with CTRB
CASNUB 22W RETROFITTED
 Introduced in 1990
 Weight 5.35 T
 Provision of adapter retainer bolt in outer jaw
 E M pad provided
 Provision of wide jaw adapter with 25.5 mm thickness
 Provision of floating bolster
 IRS pivot riveted and welded or casted
 constant contact metal bonded rubber pad in side bearer
 Sliding packet type brake beam
 Fitted with CTRB
CASNUB 22 NL
 Introduced in 1989-90
 Weight 5.5 T
 Narrow jaw adapter provided
 Adapter retainer bolt not provided
 E M pad provided
 Provision of floating bolster
 IRS pivot riveted and welded
 constant contact metal bonded rubber pad in side bearer
 Sliding packet type brake beam
 Fitted with CTRB
CASNUB 22 NLB
 Introduced in 1990-91
 Weight 5.4 T
 Narrow jaw adapter provided
 Adapter retainer bolt not provided
 E M pad provided
 Fish belly shaped bolster
 Weight reduced
 Spherical type centre pivot
 Constant contact type mental bonded rubber pads in side bearer
 Sliding pocket type bake beam
 Fitted with CTRB

161
CASNUB 22 HS
 Introduced in 1993
 Weight 5.4 T
 Narrow jaw adapter provided
 Adapter retainer bolt not provided
 E M pad provided
 Spherical type centre pivot
 Spring loaded side bearer
 Sliding pocket type bake beam
 Fitted with CTRB
These bogies are used in BOXN, BCN, BCNA, BRN,, BTPN,, BTPGLN,, BOBR,, BOBRN,, BOBY,, BOBYN,, BFK
Detail of Load and Snubber Spring Arrangement
No. Of spring required
Axle load
Outer Inner Snubber Per bogie Per Wagon
22.90 ton HA 7 5 2 28 nos. 56 nos.
20.3 ton 6 4 2 24 nos. 48 nos.
16.2 ton 4 4 2 20 nos. 40 nos.
20.3 ton ([Link]) 7 6 2 30 nos. 60 nos.
Free Height of Outer, Inner and Snubber Springs in Bogies
Bogie Spring New in mm. Condem in mm. variation in mm
Outer 260 245 15
All Version except
Inner 262 247 15
22 HS
Snubber 294 279 15
Outer 260 245 15
Casnub HS Inner 243 228 15
Snubber 293 278 15

(Mark-I) and (Mark-II) Casnub Bogies

Sr. no CASNUB 22 W (Mark-I) CASNUB 22 W (Mark-II)
1 Introduced in 1972 Introduced in 1986
2 Weight 5.35 T 5.7 T
3 Side frame –straight and wide jaw Modified wide jaw opening and designed to
opening ,there is provision of adopter accommodate Elastomeric pad . Camber is
retainer bolt and in outer jaw provided in side frame of 7 degree provision of
adapter retainer bolt in outer jaw
4 There is no provision of Elastomeric pad E M pad are provided
5 There is provision of wide jaw adapter of There is provision of wide jaw adapter of 48.5 MM
48.5 MM thickness thickness
6 There is provision of floating bolster Bolster has been modified to suit fitment of
suitable for fitment of IRS pivot .Pivot may spherical bottom pivot.
be welded and riveted with bolster or may
be casted with bolster.
7 There is provision of clearance roller type There is provision of constant contact metal
side bearer bounded rubber pads in the side bearer .
8 There is provision of sliding pocket type There is provision of hanger type brake beam
brake beam which is suspended with hanger

162
 9 Bogie is designed to take axle load of 22.9 T Bogie is designed to take axle load of 22.9 T axle
axle fitted with CTRB. Its new wheel fitted with CTRB. Its new wheel diameter is 1000
diameter is 1000 MM and condemning 906 MM & condemning 906 MM
MM
10 Initially spring plank of structural steel was Initially spring plank of structural steel was
provided which was later on changed to provided which was later on changed to flanging
flanging quality steel. Initially its height was quality steel. Initially its height was 60 mm &
60 mm and subsequently increased to 75 subsequently increased to 75 mm provided with
mm provided with 100 mm pitch hole at the 130 mm pitch hole at the centre which was later
centre which was later on closed and longer on closed and longer opening measuring 200
opening measuring 200 mm on either side of mm on either side of centre line provided.
centre line provided.
CASNUB 22 (W) R Bogie : In 1990 CASNUB 22 (W) Bogies were provided with 46mm thick EM pad between
pedestal crown and adopter to reduce the developing of false flange in wheel sets, for that the following
modification were adopted in CASNUB 22 (W) Bogie.
1) Used of 46mm thick EM pad
2) Reduction in Height of adopter by 29.5mm
3) Used of New Wheel in dia. of 956mm
4) Position of retainer bolt is kept below by 32mm
5) Position of [Link] is reversed on its location.
6) Provision of floating bolster
7) IRS pivot riveted and welded or casted
8) constant contact metal bonded rubber pad in side bearer
9) Sliding packet type brake beam
10) Weight 5.35 T
CBC HEIGHT ADJUSTMENT IN CASNUB BOGIE FITTED STOCK: As per Wheel Dia. WEAR 12 mm. and 37
mm. thick metal packing are utilized as under:-
Use of 12 mm. thick packing
S.N. TYPES OF BOGIE WHEEL DIA LOCATION OF PACKING
1 Casnub 22 W 943 mm Between Axle Box adopterand Pedestal Crown
2 Casnub 22 W (R) 910 mm Between A/B Adopter EM Paid
3 Casnub 22 W (M) & Others 954 mm Between A/B Adopter EM Paid
Use of 37 mm. thick packing
S.N. TYPES OF BOGIE WHEEL DIA LOCATION OF PACKING
1 Casnub 22 W 924 mm Between EM Pad & Pedestal Crown
2 Casnub 22 W (M) & Others 930 mm
Note: 37 mm thick Packing is not utilized in Casnub 22 W (R) Bogie.
Adjustment of Brake Gear Pin in Bogie
Wheel Dia. 1000-982 mm 981-963 mm 962-944 mm 943-925 mm 924-906 mm
Hole to be used
for Brake Gear ‘A’ ‘B’ ‘C’ ‘D’ ‘E’
Adjustment

163
 (CTRB) CARTRIDGE TAPERED ROLLER BEARING:

Name of parts No. Off

1. Cone assembly. –2
2. Cup(consisting 24 nos.
roller & cage) –1
3. Spacer –1
4. Wear ring –2
5. Grease seal –2
6. End cap –1
7. Axle cap screw –3
8. Locking plate –1
9. Backing ring –1

Defects in CTRB:
a) Double cup:
 Stain discoloration, corrosion, pitting and rust.
 Flaking/spilling.
 Beveling.
 Pitting.
 Electric burns.
 Cracks & fractures.
 Decrease in outer diameter.
 Increase in counter bore.

164
 b) Cone assembly:
 Stain discoloration, corrosion, pitting and rust.
 Flaking/spilling.
 Smearing & peeling.
 Wear &tear of lage.
 Pitting marks on roller surface.
 The clearance between cage pocket & roller is more than 1.5mm.
 The clearance between cage flange & inner ring is more than 2.3mm.
 Internal diameter of cage more than 144.4879mm.
c) Wear ring:
 Breakage in contact route of lip.
 Scratches or cracks on out face.
d) Grease seal:
 Hardened, cracked or cut seal lip.
e) Backing ring:
 Pitting marks
 Cracked fractured or heavy corrosion.
 Loose wear ring in counter bore of locking ring.
 Increase internal diameter i.e. more than 178.56mm.
Note:-AAR approved grease Qty/ Bearing – 455+/-30 gms.
Lateral play fixture –0.51to 0.66mm.
Torque for axle end cap –40 Kgm.
Bearing mounting pressure– 55+/-5 Ton.
Periodical over hauling - (i) New make - after 6 year
(ii) Subsequent after 41/2 years.

Running temperature of spherical roller bearing fitted in ICF designed coaches

Ref:- (RDSO letter no. MC/RB/GNL dated: 20-04-2015)
[Link] affected coach if axle box temperature is 800C or
If variation in temperature more than 200C between two axle box in same coach.
2. If temperature of axle box is less than 65 0C monitor the coach as under.
SL No. Variation temp. Action at examination point .
between two axle box
1. Up to 10 0C No action
0
2. 10 to 15 C Inform to next examination point in route.
0
3. 16 to 20 C Escort the coach with C&W staff up to
destination station.
3. If axle box temperature is between 65 to 80 0C but variation in two axle box temperature is less than 20
0
C inform to divisional controller and C&W staff will escort to monitor and measuring temperature.

Defects, their cause & remedial action:

Sr. Damaged Possible cause Remedial measure
No. condition
1. Flaking Entry of foreign particles, water & poor Improve the sealing mechanism, use
lubrication the lubricant with proper viscosity
2. Peeling Rough surface due to poor lubrication, Use proper lubricant, Improve the

165
 entry of debris into lubricant sealing mechanism
3. Scoring Excessive load, shaft bending Check the size of load, check the
precision of shaft
4. Smearing High speed & light load, sudden Improved the preload, check bearing
acceleration/deceleration clearances
5. Fracture Impact during mounting, poor handling Improved mounting methods, provide
enough back up & support for bearing
rib
6. Cracks Heat generation due to creep, excessive Correct the interference, use &
interference appropriate shaft shape
7. Cage Poor mounting, excessive rotation Check mounting method, check the
damage speed, shock & large vibration rotation & load condition, reduce the
vibration
8. Denting Debris caught in the surface, shock Wash the housing, improve the
during transport or mounting mounting & handling methods
9. Pitting Exposure to moisture in the Filter lubricating oil, improve sealing
atmosphere, poor lubrication method
10. Wear Progression from rust & electrical Improve the sealing methods, prevent
corrosion, sliding due to irregular misalignment
motion of rolling elements
11. Fretting Vibration with small amplitude, in Check the interference fit, apply a film
sufficient interference of lubricant to the fitting surface
12. False Oscillation & vibration of a stationary Secured the shaft & housing during
brinelling bearing during transporting, oscillation transporting, reduce vibration while
motion with the small amplitude preloading
13. Creep Insufficient interference or loose fit, Check the interference & prevent
insufficient sleeve tightening rotation, correct sleeve tightening,
tighten the raceway ring side race,
apply adhesive to the fitting surface
14. Seizure Excessive small internal clearance, poor Check precision of shaft & housing.
precision of shaft & housing Study preload, bearing clearances &
fittings

15. Electric Electric potential difference between Design electric circuit which prevent
corrosion inner & outer rings current flow through the bearings,
insulation of the bearing
16. Rust & Entry of corrosive gas & water, poor rust Improve the sealing methods, anti-rust
corrosion prevention treatment treatment for periods of long running
17. Mounting Inclination of inner & outer rings during Use appropriate jig & tool, avoid a
flaws mounting or dismounting, shock load shock load by use of a press machine,
during mounting or dismounting center the relative matting parts during
mountings
18. Discolorati Poor lubrication, oil stain due to Improve lubrication methods.
on reaction with lubricant

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 CENTRE BUFFER COUPLER
CBC is combined unit of Draw and Buffing Gear, located at the centre of Body Head Stock.
i. Used as Draw Gear.
ii. Used to transmit buffing force.
ADVANTAGES OF CBC:
 Coupler and buffing gear are both located together at the centre of the wagon.
 Coupling action between wagon is automatic so that more safer for operation.
 Hauling capacity increased.
 Maintenance cost is less than conventional Draw gear.
 Hauling capacity of conventional draw gear is- 2200 T
 Hauling capacity of CBC -7000 T to 9000T.
TWO TYPES OF CBC ON THE BASIS OF OPERATION:
i. Transition type CBC.
ii. Straight type CBC.
MAIN COMPONENTS OF CBC
A. COUPLER BODY:
i. Coupler head. iv. Coupler guard arm.
ii. Coupler shank. v. Coupler lock chamber.
iii. Coupler tail. vi. Coupler shank wears plate

B, KNUCKLE:
i. Knuckle nose. iv. Knuckle thrower / Kicker.
ii. Knuckles lock face. v. Knuckle pin.
iii. Knuckle front face.
C. STRIKER CASTING
D. STRIKER CASTING WEAR PLATE
E. LOCKING PIECE
F. ROTARY LEVER ASSEMBLY
i. lever hook.
ii. lever contraction.
iii. toggle.
G CBC OPERATING HANDLE
H CBC OPERATING HANDLE BRACKET
I CBC OPERATING HANDLE WEAR PIECE
J YOKE PIN SUPPORT PLATE
K YOKE SUPPORT PLATE
L TRANSITION COUPLING
i. Clevis.
ii. Clevis pin.
M FRONT FOLLOWER
N BACK STOPPER
O YOKE, YOKE PIN
P DRAFT GEAR
i. HR-40 [ All vacuum brake bogie goods stock]
ii. MK-50[Air brake bogie goods stock]
iii. RF-361[-----------------do---------------]
iv. SL-76 [------------------do-------------]

167
Q BEARING PIECE: Size 16 x 16 x 270- mm ( Modified) with 16x16x210-mm

168
Types o f CBC
i. Standard AAR coupler: HT(high tension)
ii. Alliance II coupler( Now only in 4 wheeler Tank Wagon)
1. STANDARD AAR(NHT) COUPLER:
 Broad gauge goods stock
 Used in vacuum brake bogie stock and brake van
 Working capacity-86T.
 Full proof load-132T.
 Braking capacity-251T.
 Hauling capacity in 1:100 up gradient-6500T-
7000T.
 Draft gear utilized-HR-40.1.
 Buffing capacity-6200 Kg.
 Long case buffer used with transition CBC.
2. STANDARD AAR (HT) COUPLER:
 Upgraded version of standard AAR coupler.
 Used in air brake broad gauge goods stock.
 Buffer not used since it is a straight CBC type.
 Black color paint.
 Working capacity-120T.
 Full proof load-170T.
 Braking capacity-295T.
 Hauling capacity in 1:100 up gradient-9000T.
 High capacity friction draft gear is used.
Standard AAR coupler types:
NHT (Non High Tensile) HT (10/87)(High Tensile) HTE (5/92) HTEA (2008)

169
 TRAIN PARTING
When a train after formation, during run, shunting operation or while starting/ stopping divides
itself into two or more parts, is termed as train parting. This is termed as “J” Class Accident In such cases
the driver should keep the front portion moving as far as possible until rear portion has stopped to avoid
any possibility of collision between the two parts of the train and cause of derailment. Guard should
immediately try to stop the rear portion of the train by applying the hand brakes to avoid collision with
front portion. Then driver & guard shall act accordingly to provision of G & SR to clear the block section in
case of train parting occurred in the block section.
THE REASON OF TRAIN PARTING
Incidence of train parting is an accident as per accident manual. The train parting takes place
mainly due to following reasons:-
a) Operational reason such as bad engineman ship by driver Brake binding due to emergency
application of the brakes etc also contributes to the train parting. Bad driving technique such as
fast notching up of locomotive, sudden application of brakes, bad driving on gradient, improper
road knowledge etc. can also contribute to train parting.
b) Due to defective signal.
Train parting mostly taking on up gradient followed with down gradient, the most important
location where the cases are more is near the home signal which means driver while started from
home signal after stopping are not ensuring releasing of brake in shock load on knuckles.
c) Poor Maintenance of P Way Track
Analysis of section wise occurrence of train parting on railway indicates that bad section can be
identified and driver should be counseled for pre drive techniques such as poor rail joints, mud
accumulated track create uneven height with CBC coupler resulted train parted due to vertical
slipping of knuckle.
d) Improper maintenance of rolling stock
Train parting takes place in goods train due to following improper maintenance of rolling stock.
Causes &their remedial action for AAR CBC:
Sl. No. Defects Causes Remedial Action
1 Excessive wear of Improper maintenance. CBC Knuckle nose wear
knuckle nose. gauge No.- 2 must be apply
at any schedule of
maintenance.
2 Expansion of guard Ineffective anti-creep During ROH & other repairs
arm. mechanism. it should be checked by CBC
gauge No.- 2.
3 Excessive CBC Excessive wear on shank It should be replaced in sick
drooping. wear plate/ missing of line & yard examination
shank wear plate.
4 Cracks on Coupler Defective material/ It should be replaced during
Body. Weak draft gear. POH & ROH
5 Bent operating Excessive projection of It should be checked and
levers. operating handle more replaced by examining staff
than 75°. in sick line and yard.
6 Dropping of Yoke Loose & deficient rivets. It should be secured
pin support plate. properly by rivets

170
 7 Improper/ Partial Locking piece dislogged. Ensure proper locking of
locking of knuckles knuckles by examining staff
8 Breakage of front & Dead or weak draft gear. Check the damaged draft
rear stoppers. gear.
9 Deficiency of lock Defective and bent Ensure that all the
lifting components operating gear. components lock lift
assembly is intact.
10 Excessive wear on Ineffective anti creep During ROH & other repairs
the lock and mechanism. it should be checked by CBC
knuckle at locking gauge No.- 2.
face.
11 Stretched knuckle. Defective or sudden draw During ROH & other repairs
and buffing forces. it should be checked by CBC
gauge No.- 1.
12 Dropping of the Improper securing of It should be ensured at
operating lever on bearing piece. every attention by
run. examining staff.
13 Breakage of the Bent/ Damaged Ensure proper riveting &
operating lever operating lever and loose bent lever to be replaced.
support bracket riveting of support plate.
14 Excessive wear of Yoke pin hole elongated. Check any excessive rubbing
the yoke pin marks on the bottom of the
support plate. yoke.
15 Breakage/ Perished Excessive play in draft Proper attention during
rubber pads in draft gear. POH & ensure proper
gear. fitment of rubber pads &
check for damaged draft
gear by examining staff.
16 Failure of anti- Excessive wear of CBC Ensure all the components
creep mechanism. components. of CBC body/ lock lift
assembly are intact.

Defects of CBC which leads to Train Parting.

 CBC back stoppers plate broken and / or its rivet missing.
 Draft support plate rivet loose.
 CBC yoke cracked / broken.
 CBC yoke pin support plate rivet loose.
 Lock seat worn out or lug broken.
 Excessive wear on lock piece.
 Articulated lock lift assembly missing. CBC Drooping due to CBC shank wear plate excessively worn
out.
 Excessive wear on knuckle nose.
 Cracked knuckle.
 Wear in anti-creep device.
A) Anti rotation lug not available or non-standard. (Standard size 270 X 16 X 16mm).
B) CBC operating handle bearing piece slot more wear and tear (Standard size17.5 X 17.5 mm).
C) Wear in lock lifter assembly.

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D) CBC operating handle nonstandard i.e. bent portion length more than 400 mm.
E) Failure on A/C of Commercial Department
 Over-Loading (Beyond carrying capacity) :
If any particular wagon is over-loaded beyond its carrying capacity will lead to difference in
buffer height between two wagons (more than 75 mm), it may cause disengagement of
knuckle in locked condition i.e. vertical slipping of knuckles.
 Un-Even Loading: Due to un-even loading of any particular wagon it may lead to uneven CBC
height on either end of the wagon & may cause in train parting.
F) Miscellaneous
i) Due to handling of operating handle by miscreant
ii) Grassing of operating handle with platform while running.
ACTION TO BE TAKEN BY THE FIELD STAFF: -
1. Parting of train takes place due to breakage of CBC or screw coupling during running of train. This
is a dangerous situation for safety of trains therefore precaution to be taken by crew as mentioned
below
j) To keep away front portion of train running
On noticing that train has parted, the driver of the train must try to take the front portion of the
train as much ahead as possible. This may be done till the rear portion of the train comes to stop.
This will avoid any chance of the collision in between both the portion of parted train. For taking
ahead the front portion driver may take notches with the permissible amount of traction current.
i) To stop rear portion of the train
After noticing the train parting, Guard of the train will apply hand brakes to stop the rear portion
of the train as soon as possible.
iii) Exchange of signal
After noticing, Driver may confirm the train parting as follows
1) Experiencing sudden drop of air pressure
2) Looking back and finding out that the train is parted in two portions.
i. Re coupling of both portion of the train after stoppage of both portion of train guard of the train
should secure the rear portion of load by applying the hand brakes properly. After bringing both
portions together the following step to be taken.

 Intimation to section controller about paring of train

 After coupling of both CBC’s there should be no gap (lock should proper engage)
 Connection of air hoses and preparation of pressure
 Conduct continuity test.
 Start the train to reach up to next station
 Repeat the case to station master/SCOR in following details
 Engine Number
 Train load
 Driver’s & Guard’s Name.
 Location of wagon evolved in train parting.
 BPC issuing station and date.
 Kilometer on track.
 Condition of gradient.
 Train parting and load coupling time
 Wagon particulars.
 Probable cause of train parting etc.

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 ii) Clearing of load in two Portion
After parting of train if it is not possible to clear the load in one hook due to damage of CBC
or its component, the parted load to be cleared in two portions. Front portion should be
cleared by the driver up to next incoming station & rear portion can be attached and cleared
with another engine after attaching with rear most wagons.
ROH of BOX ‘N’ Wagon:
ROH of BOX ‘N’ wagon is carried out at selected major sick line where all ROH facilities for BOX ‘N’
wagon is available at a definite interval.
The First POH of BOX ‘N’ wagon is carried out at a interval of 6 years/(72 months) &subsequent
POH periodicity is reduced to 4 ½ years/(54 months) accordingly railway board/RDSO has decided to carry
out 3 ROH after a interval of 18 months before first POH & 2 no. of ROH in between subsequent POH.
The complete wagon has been broken down into 5 major sub systems:
1. The body including under frame, super structure & brake rigging.
2. CASNUB bogie.
3. Air brake system.
4. Center buffer coupler
5. Wheel, axle and bearing.
Each sub system is further split into individual items and the particular work to be done in respect of
each item is indicated under the different ROH schedules.
BODY
1. UNDER FRAME :-
Sole bar: Scrap the portion of sole bar at doorways, clean and apply primer paint followed by Top
Coat
2. SIDE WALL :-
 SKIRTING: Check and patch if corroded thin apply primer and top coat on the patch.
 SIDE DOORS: Check damage and repair, clean and lubricate hinges.
 SIDE PILLARS: Check cracks at the base and repair.
3. UNDER GEAR:
 BRAKE LINKAGES: Check free movement on SWTR test.
 HAND BRAKE: Check proper working.

CASNUB BOGIE
4. BOLSTER:-
 POCKET SLOPE LINER: change liner if thickness less than 5mm.
 ROTATION STOP LUGS: Provide liner (thickness to suit) if dimensions less than 514mm.
 INNER COLOUMN GIB: Provide liner (thickness to suit) if dimensions more than 142mm.
 LAND SURFACE: Provide liner (thickness to suit) if dimensions less than 442mm.
 OUTER COLOUMN GIB: Renew by welding if dimension more than 241mm.
5. SIDE FRAME
 COLOUMN FRICTION LINER: Change liner if dimension more than 445mm.
 COLOUMN SIDE: Provide liner (thickness to suit) if dimension less than 209mm.
 ANTI ROTATION LUGS: Provide liner (thickness to suit) if dimension more than 526mm.
 KEY SEAT TO PEDESTAL 22 W: Provide liner (thickness to suit) if dimension more than
276mm.
CROWN ROOF 22 W (M): Provide liner (thickness to suit) if dimension more than 321mm.
CROWN ROOF 22 NL: Provide liner (thickness to suit) if dimension more than 326mm.

173
  PEDESTAL CROWN SIDES: Renew by welding if dimension less than 147mm.
 PEDESTAL JAW 22 W: Provide liner (thickness to suit) if dimension more than 275mm.
PEDESTAL JAW 22 W (M): Provide liner (thickness to suit) if dimension more than 283mm.
PEDESTAL JAW 22 NL-S: Provide liner (thickness to suit) if dimension more than 195mm.
PEDESTAL JAW 22 NL-L: Provide liner (thickness to suit) if dimension more than 241mm.
 PEDESTAL SIDES 22 W: Provide liner (thickness to suit) if dimension more than 102mm.
PEDESTAL SIDES 22 W (M): Provide liner (thickness to suit) if dimension more than 195mm.
PEDESTAL SIDES 22 NL: Provide liner (thickness to suit) if dimension more than 78mm.
6. WEDGE:
 SLOPE SURFACE: Renew by welding if dimension less than 7mm.
 VERTICAL SURFACE: If vertical surface from the centre line of spigot less than 56mm,
provide liner of 6mm thickness.
7. CENTRE PIVOT (BOTTOM)
 VERTICAL SIDE 22 W: Renew by welding if wear more than 4mm.
VERTICAL SIDE 22 W (M): Renew by welding if wear more than 3mm.
VERTICAL SIDE 22 W NL: Renew by welding if wear more than 3mm.
 SEAT 22 W: Renew by welding if wear more than 3mm.
SEAT 22 W (M): Renew by welding if wear more than 3mm.
SEAT 22 NL: Renew by welding if wear more than 3mm.
8. COIL SPRING:
 OUTER: Group and use in sets. Replace if free height less than 245mm.
 INNER: Group and use in sets. Replace if free height less than 247mm.
 SNUBBER: Group and use in sets. Replace if free height less than 279mm.
9. BOGIE BRAKE GEAR:
 PINS & BUSHES: Change if clearance is more than 1.5mm.

AIR BRAKE SYSTEM

10. DISTRIBUTER VALVE:
 D.V.: Test on SWTR.
 D.V. ISOLATING COCK: Examine operation.
 D.V. RELEASE VALVE: Examine operation.
 D.V. P4AG FILTER: Clean
11. BRAKE CYLINDER:
 FILTERS OF ESCORTS AND RPIL MAKE: Clean.
 BRAKE CYLINDER OF GREYSHAM AND WSF MAKE: Lubricate.
12. CUT OFF ANGLE COCK:
 ANGLE COCK: Examine and lubricate.
 RUBBER SEALS: Change.
13. DIRT COLLECTOR:
 DIRT COLLECTOR: Clean
 SEALING RING: Change
14. RESERVOIR:
 AR & CR: Drain
 SEALING RING: Change
15. HOSE COUPLING:
 HOSE AND COUPLING: Examine

174
  GASKET (MU WASHER) : Change
16. METAL PIPES AND JOINTS:
 PIPE AND JOINTS: Examine leakage and repair.
 SEALS (20MM &32MM PIPE) : Change.
17. SLACK ADJUSTER:
 SLACK ADJUSTER: Test functioning, repair if required.
 A DIMENSION: Adjust.
 M20 ANCHOR PIN NUT: Ensure securing by welding to pin.
18. AIR BRAKE SYSTEM:
 BRAKE SYSTEM: Test on SWTR as per procedure.
 BRAKE BLOCK: Ensure standard key split pin and all new brake block.

CENTRE BUFFER COUPLER

19. CBC BODY:
 COUPLER BODY: Replace on condition.
 CBC CONTOUR: Examine, replace if required.
 SHANK WEAR PLATE: Replace on condition.
20. KNUCKLE:
 NOSE: Replace if wear more than 4.3mm with H.T.E. knuckle. Knuckle with nose wear more
than 4.3mm and less than 9.0mm can be used in yard replacement.
 KNUCKLE PIN: Replace on condition.
 KNUCKLE STRETCH: Examine, replace if required.
21. STRIKER CASTING:
 WEAR PLATE: Replace
 STRIKER CASTING: Replace on condition.

22. COUPLER MECHANISM:

 ANTI CREEP PROTECTION: Examine and repair.
 LOCK LIFT ASSEMBLY: Examine.
 OPERATING MECHANISM: Examine.
 LOCK: Examine.
23. DRAFT GEAR:
 SLACK: Measure and take corrective action.
24. GENERAL:
 YOKE PIN SUPPORT: Replace on condition.
 BUFFER HEIGHT: Examine and correct if required.
WHEEL, AXLE AND BEARING
25. AXLE:
 ULTRASONIC TESTING: To be carried out at every ROH and reject if fails.
 DEEP NOTCHES DUE TO GRAGING OF PULL ROD: Reject if depth is more than 5mm.
 AXLE AND HOLES: Clean and lubricate in case end cover is opened.
26. WHEEL:
 TREAD PROFILE: check with tyre defect gauge.
 HEIGHT OF FLANGE: If height more than 31mm do not use in ROH.
 SMOOTH FLANGE: If flange not completely smooth in region ‘A’, then do not use in ROH.

175
27. BEARINGS:
 Cup: Rotate the bearing for unusual sound. Check cup for crack/chipping.
 SEAL: Check seal for external damage and dent.
 BACKING RING: Check backing ring for looseness and vent fitting on backing ring with vent
hole (the vent fitting should be intact or the vent hole should be plugged).
 LOCKING PLATE: Use new locking plate whenever end cover is opened.
 AXLE END CAP SCREW: Clean and lubricate in case end cover is opened.
 LOAD ZONE CHANGE: Change load zone area of the cup while lowering bogie side frame.
28. ADAPTER:
 CROWN SURFACE: Replace if worn to relief depth.
 SIDE LUG: Replace/reverse and use.
 THRUST SHOULDER: Replace if depth exceeds 0.7mm.
 MACHINED RELIEF: Replace if depth exceeds 0.8mm.

SUMMARY ROH of AIR BRAKE WAGON WITH CASNUB BOGIE:-

BOXN wagons are to be given Routine Over-Haul (ROH) normally after every 18
month at the nominated sick line/wagon depot, where proper facilities are provided.
The ROH schedule is as follows:
a) Lift the body, keep it on trestles & run out bogies.
b) Strip bogie component for examination & repair as below:-
 Strip spring & spring suspension arrangement including snubbing device. Check springs for free
height & other defects. Replace where required.
 Examine bogie frame. Check frame alignment as per RDSO instruction.
 Examine pivot for welding defects/cracks/abnormal depth due to wear. Replace where
necessary & lubricate with graphite flakes to IS: 495 in dry condition.
c) Strip brake gear levers & rods for examination of worn outs/ damaged parts.
d) The equipment shell be given attention in accordance with the maintenance manual issued by
respective air brake equipment manufacturer:-
i) Cleaning of strainer discs.
ii) Lubrication of brake cylinders/ cleaning of its strainer.
iii) Check for easy operation of isolating cocks & anti pilferage device of distributor valve cut
off angle cock, manual quick release valve & isolating cock.
iv) Draining of auxiliary reservoir.
v) Checking of hose coupling for serviceability.
vi) Cleaning of a strainer.
vii) Dirt collector to be cleaned.
viii) Leakage in pipe & joints to be checked.
ix) After carrying out above items of work the wagon shall be tested for proper function of air
brake system with single car test device in accordance with the procedure indicated below:-
 Connect the BP coupling of single car test rig to the corresponding coupling of the wagon to
be tested. The couplings of the other end of the wagon to be closed with dummy couplings
heads. Fix pressure gauge on the brake cylinder.
 The single car test device should now be coupled to the main line of a compressor through a
pipe.
 Carry out the preparation & testing in accordance with the procedure given in the
manufacturer’s maintenance manual & record the reading in the test Performa.

176
 For passing the wagon, all the parameters shall be within specified limits.
e) Clean horizontal levers, hand brakes & gears & lubricate.
f) Examine head stock for damage, bend / cracks.
g) Refit brake gears levers & rods, Lubricate pins & other equipment & apply graphite to
horizontal levers of empty load box.
h) Replace worn out brake blocks. Check wheel profile, turn the wheel as needed. UST of axle to
be carried out & turning of wheel to worn wheel profile during ROH.
i) All the wheels are to be checked ultrasonically & axle box cap bolts are to be tightened up by
torque wrench with proper torque & in no case old locking plates are to be reused.
j) CBC knuckles are to be checked by contour gauge, anti creep / articulated rotary operation
of locking arrangement to be checked.
k) Manual adjustment of brake gear to be done in accordance with wheel diameter.
l) Modification works are to be attended as issued by RDSO from time to time.

Bogie Mounted Brake System

NEED FOR ADOPTION OF BMBS IN FREIGHT STOCK:
1) In order to overcome the problem faced in conventional bogie breakage, missing components
and malfunctioning of SAB. In BMBS fitted wagons, Bk. cylinder is equipped with in built SAB.
2) In conventional BOXN/BCN wagons due to frequent theft of control rod, main pull Rod, End pull
rod&Bk. rigging parts in tippling operation of wagons causing poor brake power in Rakes,
resulting Detentions of wagons. In BMBS, wagons these Items are eliminated.
3) In order to Improve Mechanical efficiency of brake power.
4) In a Normal Rake of BOXN wagon Fitted with conventional type BK system there was around
18% Brake fading after a trial run of 1000 Km. But In case of BMBS fitted Rakes No brake
fading is observed after around 5000 km Trial Run.
5) Braking distance of conventional Rake of 58+1 wagons of BOXN is 1350 m. However in BMBS
wagons it is 880 m (approx).
6) In conventional wagons setting of ‘A’ Dimension was a major problem. If any change made in
sleeve nuts of E/L device that may create to heavy loss of wagon creating brake binding /
wheel skidding. In order to overcome this, BMBS fitted wagons came into field which contains
in built slack adjuster.
7) In case of BMBS system Automatic Load sensing Device is used which Gives 2.2Kg/cm2 Pressure
to brake cylinderduring empty condition 3.8 Kg/cm2 pressure during loaded for avoiding the
above Problems.

177
Salient Feature Of Bogie Mounted Brake System Used On CASNUB Bogie

 Use of two no’s. of 10” dia brake cylinders with automatic load sensing device.
 Use of 58 mm thick K type non asbestos composite brake block.
 A constant 56 mm piston stroke is required to maintain uniform and efficient braking
performance.
 Application of loads is at the ends the brake beam instead of centre resulted no chances of
bending of brake beams.
 Cylinder is with double acting slack adjustment feature with constant piston stroke
resulting in uniform brake performances even as the brake shoes and wheels wears.
 Total slack adjusting capacity is 500 mm including brake block wear, wheel wear and all
clearances.
 All cylinders are equipped with an automatic piston stroke indicator.
 Replacement of the brake head is quickly and easy by removal by only one pin.
 Provision of mechanical hand brake system with the use of two no’s stainless hand brake
cables pulled through standard hand brake rigging.
 Easy fitment of bogie mounted cylinder on any standard bogies without making any
modifications.
 Cylinder is mounted parallel to the brake beam and transfers forces through the bell cranks.
 Improves the efficiency and alignments of the braking forces with the wheels which reduced
the wear of shoes and wheels.
 Use of pressure regulated load sensing device, installed between body and bogie under
frame act on 15 psi to maintain normal sensor arm travel from 79 to 95 mm.

178
 WORKING PRINCIPLE OF BMBS :
During application, the air is introduced into the brake cylinder which forces out the
piston along the ram Assembly. The brake cylinder is floating in nature;as a result the brake
cylinder extends equally on both the sides. The extension of brake cylinder causes the
rotation of the Bell crank Levers on their pivot , which is on Primary brake beam and forces
the push rod to move towards the secondary beam this movement causes the secondary
brake beam to move towards the wheel and apply force on the wheels. Simultaneously a
Reaction force is developed which causes the primary break beam along with Levers and
brake cylinder to move towards the wheel. The primary brake beam continues to move until
it touches the wheels and apply force on the Wheels.
When the Brakes are released the air from the brake cylinder is exhausted to
the atmosphere through the Distributor value. The return spring inside the brake cylinders
pushes the piston along with the ram assembly back to its original position. The bell crank
levers rotate back causing the beams to move back to their earlier positions. The Brake
cylinder is equipped with a double acting slack adjuster. If there is any wear in Brake shoe/
wheel or any slackness in the structure, it will be automatically compensated by the built in
slack adjuster which pays out & fill the gap.
DISADVANTAGES OF BMBS USED IN GOODS STOCK:
 More wear & tear is noticed near eye hole in push rod.
 Bk. cylinder fails working even if there is a very small defect noticed in distributor valve/ if
DV releasing time slightly more/ if APM failed.
 The system requires special parts for working such as push rod, bell crank lever, hand brake
cable etc, which are not easily available.
 This type of wagon cannot be mixed with a normal rake of conventional type.
 High skilled worker are required for maintenance of these wagons.
BRAKE BLOCK FORCES

[Link]. Wagon Position Cylinder Brake block Brake

pressure force (ton) percentage
(kg/cm2) (%)
1. BOX N HS Empty 2.2 1.22 43.41
Loaded 3.8 2.11 20.78

HAND BRAKE FORCE

[Link]. Wagon Force on wheel Brake block Brake percentage

approx.(kg) forces(ton) (%)
1. BOX N HS 25 11.65 14.35

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 Composite Brake Block

Initially cast iron brake block were introduced in rolling stock as a brake rigging component. To overcome
the problem of frequent breakage of brake block , reduction of braking force during braking out at high
speed & also frequent replacement due to wear of cast iron brake blocks, composite brake block are
introduced.
These are of two types:
1. L type composite brake block ( 𝜇– 0.14 to 0.17): Used in air brake freight stock & conventional
coaching stock(Under frame mounted brake cylinder)
2. K type composite brake block.(𝜇 – 0.25): Used in Bogie mounted Brake system in coaching & freight
stock. (Where 𝜇 is coefficient of friction)
Main Features:
1. More economical and more reliable.
2. At high speed characteristic of composite brake block coefficient of friction 𝜇 is reduced , resulted it
can be utilized only with the train having speed up to 110 kmph.
3. No chance of theft.
4. Life of composite brake block is 4 to 5 times of cast iron brake block, hence maintenance cost is
reduced.
5. Too much light weight in comparison to cast iron brake block.
6. Easy handling.
7. Coefficient of friction (for L- type is 0.17 & for K-type is 0.25) is more than that of cast iron brake block
(0.12).
8. Condemning limit-12mm.
The main disadvantage of composite brake block is that it does not transmit/absorbs the heat
generated while braking action resulting it is not suited for trains having speed of more than 110 kmph.

TANK WAGON

180
 Sr. No. Consignment Code
1. Petroleum & highly inflammable products TP, TK, BTPN
2. Raw petroleum products (Black Oil) TL
3. Vegetable oils TV
4. Bitumen TB
5. Molasses TM
6. Petroleum gases (LPG) TPGL, BTPGLN
7. Others TAL, TCS
• CLASSIFICATION OF TANK WAGONS
• Tanks as pressure vessels.
• Tanks for corrosive liquids.
• Tanks for petrol and other highly inflammable products.
• Tanks for middle distillates of petroleum and other products.
• DESIGN FEATURE
The design of the under frame of 4 wheeler and 8 wheelers wagon is generally similar to that of
other IRS wagons except that a pair of saddles is provided on the under frame at each end for mounting
the barrel.

BARRAL MOUNTING
S. MOUNTING
FUNCTIONS
N. S/FITTINGS
The safety valve is provided to prevent building up of excess pressure
Safety Valve inside the barrel. It is fitted on the barrel either on the diaphragm plate
1
inside the dome or on a separate opening on the barrel. This is provided
on highly inflammable liquid such as petrol., aviation sprit .etc.

Relief valve It is a spring loaded valve fitted on the barrel on tanks for corrosive
2 liquids. Its main function is to release built up pressure, if it exceeds the
working pressure limit.
This consists of frangible disk(lead or any approved material not affected
by loading), which ruptures at specified pressure. It is an additional safety
Safety vent fitting to safeguard against the failure of the relief valve. When the built
3
up pressure exceed the working pressure of the relief valve and the latter
fails to function for any reason the frangible disc of this safety vent
ruptures to release the pressure.
Compressed It is provided on tank from which the contents are unloaded by
4 air valve compressed air. Its main function is to control the rate of discharge by
controlling the rate of air admission.
Vapour
5 Extractor Its function is to extract vapour from the tank while filling.
cock
6 Master It is a gravity discharge valve fitted with a hand wheel in the dome for

181
 manual operation.
valve
BG-4 wheeler Bottom discharge valve are provided with the single
bottom discharge valve situated underneath the master valve while on
Bottom BG/MG -8 wheeler stock two bottom discharge valve are fitted one on
Discharge either side and connected with the master valve through a ‘T’ pipe. The
7 main function of the valve is to control the flow of the contents and also
valve to serve as an additional safety stock in case the master valve fails or
breaks. The bottom discharge valve opening are also provided with blank
flanges to be used with 2mm compressed asbestos fiber jointing material
to serve as further check on accidental leakage of contents
Definition of Steam Cleaning:-
 It is cleaning of tank barrel from inside with the help of high pressure steam.
Need Of Steam Cleaning:-
 For safe entry of staff in tank barrel before repairs to be carried out.
 Up gradation of tank wagons for loading.

Procedure of Steam Cleaning for Pressure Vessels, Petroleum & Other highly inflammable Products:-
 The tanks requiring steam cleaning should be placed as near the steam supply line as possible &
protected against any movement. Berthing siding should be completely isolated from all other
traffic.
 Tanks as pressure vessels, tanks for petroleum, other highly inflammable products, vegetables oils,
bitumen, coal tar & molasses are cleaned by steam. In case of pressure vessels, it should be
ensured that all the gas has been discharged to the atmosphere. After ensuring that the tank
barrel is no longer under pressure. The following sequence should be followed
 Remove the manhole cover together with manhole housing, valves etc. and leave the tank exposed
to atmosphere for 24 hours.
 Entry of staff in the tank barrel should be strictly prohibited and signs with suitable legends
displayed at a reasonable distances away from the tanks to be steam cleaned.
 Insert pipe through manhole and ensure the interior of barrel is thoroughly steamed from inside,
the steam pipe should be provided with a “T” connection at its lower end and so directed as to
blow steam towards both ends.
 Removed condensed steam collected in the tank barrel & keeps the barrel exposed to atmosphere
for another 24 hours.
 The tests that should be conducted to ensure the tanks are free from contamination gases of the
contents.

Testing Procedure of Tank Wagons

(A) Ammonia Tank Barrel:Fill the tank barrel with water and take a specimen of the same in a
cleanglass bottle since ammonia is readily soluble in water. The specimen ofwater should be tested for
any traces of ammonia with red litmus paper. Anytrace of ammonia in water would turn red litmus
blue. Another verysensitive method known as Nessler's test may be applied to find out if thespecimen
of water contains any traces of ammonia. In this test, the reagentused is a solution of potassium
mercuric iodide with potassium hydroxide.
This reagent gives a brown colour when mixed with the specimen of watercontaining even a minute
trace of [Link] ammonia is detected, empty out the tank barrel and refill with freshwater. This
process may be repeated till the tank barrel is free fromammonia traces completely.

182
 (B) Chlorine Tank Wagons: Fill the tank barrel with water and take a specimen of the same in a
cleanglass bottle. Since chlorine is readily soluble in water, specimen of watertaken out should be
tested for any traces of chlorine. Any trace of chlorine inwater would have a bleaching effect on
coloured litmus paper. If chlorine ispresent, the tank should be repeatedly emptied and refilled wit h
fresh watertill free from chlorine traces completely.
(C) LPG Tank Wagons:A clean bottle filled with fresh water is lowered through the manhole. A stringis
attached to the bottom of the bottle before lowering. Tilt the bottle at thebottom of the tank to allow
its water to flow out and the gas in the tank to takeits place. The bottle should be left in this position
for about 5 minutes andthen withdrawn away from the tank. A lighted match stick should then
bebrought near the mouth of the bottle or applied to the air or gas inside andbottle. If there is no
flame the tank is free from injurious gas. But, in case itgives out a flame, the tank should again be
steam [Link] ascertaining that there is no trace of gas in the barrel the tank shouldbe dried out
by blowing in hot compressed air before proceeding withinspection and repairs.
Precautions During Loading And Unloading
 Tank wagon for inflammable liquids shall be in good condition.
 In filling tank wagon, an air space of not less than 5% of the capacity of the tank shall be left. (2.5%
in case of HSD, Furnace oil, kerosene oil etc)
 All inlets and outlets shall be securely closed .
 Ensure all tank fittings are in good working condition.
 Ensure that bottom discharge valve is fully closed and fitted with a blank flange and gasket.
 Make sure that the dome cover is closed after loading.
 Don’t allow unauthorized persons to operate valves
 Don’t allow tank wagons to move from loading / unloading points unless the tank fittings are
properly refitted and dome cover closed.
Precautions During Shunting
 Shunting speed shall not exceed 8 kmph.
 Tank wagon when left in siding must be placed clear off the fouling marks to avoid side collision
and must have hand brakes ‘ON’.
 Ensure buffer wagons are placed between engine and cargo.
 In case of leaky wagon has to be moved in the yard , it must be separated from the shunting
engine/pilot by at least ten wagons not containing goods of an inflammable, dangerous or
explosive.
 Don’t allow hump/loose shunting.
 Loaded wagon shall be stabled in cool place as far as possible.
Precautions Should Be Followed When There Is Leakage From The Loaded Tank Wagons:
When leakage is found from the Chlorine and Ammonia tanks.
 Chlorine and Ammonia gases are poisonous and have a characteristic pungent odour which gives
warning of their presence in the atmosphere before dangerous concentrations are attained.
 In case of chlorine, the greenish yellow color of the gas makes it visible when high concentrations
are present.
 In the case of ammonia, if sufficient concentrations of the gas are present in the atmosphere, it will
irritate the eyes and the respiratory system.
 As such in the event of leakage, all present in the vicinity should be warned to keep on the
windward side of the tank.
When leakage is found from the highly inflammable gas tanks.
 All the flames or fires near it should be extinguished or removed.
 Smoking should not be allowed.

183
 Spectators should be kept away.
 Only battery operated torches or incandescent electric lights with gas proof sockets should be
used.
 Oil lanterns or signal lamp used for signaling must be kept away.
 The steam engine available if any should be moved away from the site.
 The leaky tank wagon should be removed as quickly as possible to an open area where the
escaping gas will less hazardous.
 Earth should be spread over any surface on which the LPG has leaked out in the liquid form.
 Call the company concerned for further attention.
Protective/Safety Equipments
 Self contained respiratory equipment for attending major leaks.
 PVC full body covered suit, rubber gloves, gum boots, rubber goggles, helmets.
 Fire suit.
 Explosive meter.
 Canister type gas mask for minor leaks.
 Teflon tape and M-seal.
 Wooden dummies.
Non Sparking ToolsMaterial:- Aluminum bronze

Corrosion in wagons

Definition: Corrosion is a chemical process of oxidation with metal to its surroundings, covering it into
metal oxide, carbonates, hydroxide and sulfides. Oxidation takes lace only when steel surface exposed to
atmosphere or moisture. Chemical reaction is as follows:
4Fe + 3O2 --------2Fe2O3

Since mild steel is main building material for wagons corrosion in wagons is unavoidable. In wagons
corrosion mainly occurs in wagon floor and roof.
Reasons of Corrosion in wagons:-
1) Water logging in cavities and overlaps. If wagon are not cleaned properly after unloading, the
accumulated dust and refuse retain moisture for a prolonged period and speeds up corrosion.
2) Contact of panels with corrosive consignments such as salt and fertilizers.
3) Spillage of corrosive fluids due to defective packing or rough handling.
4) Escape of corrosive vapors from consignment such as acids.
5) Inadequate protection from weathering because of poor painting or poor surface preparation
6) Usually only exterior of wagons are painted and interior is left unattended. Corrosion develops
from inside rather than outside. Incorrect fitness of side panels.

184
 7) Seepage of water at corners and ends due to water accumulation on floor.
8) In sufficient surface preparation before welding.
9) Accumulation of water on floor in open wagons like BOXN, BOXNHS, BOXC etc.
10) Ingress of water near sole of wagon and near door.
Anti-corrosive measures in wagons
1) Ensure thorough cleaning of wagons after unloading
2) Ensure proper cleaning, surface preparation and painting during POH, ROH and sick line attention.
3) During panel patching and welding ensure that the surfaces in contact are well fitted to avoid
water pockets.
4) Use copper bearing steel (IS-2062) for body panels.
Use of stainless steel IRSM-44 in BOXN R in wagon body
5) Use of stainless steel IRSM-44 in under frame & wagon body of newly built BOXN HL/BCN H.
6) Only standard panel patches to be used for body repairs. Before fitment panel patches to be given
two coats of zinc chromate primer after proper surface cleaning.
7) All covered wagons are to be made water tight during POH and ROH.
8) Follow proper painting schedule during POH and ROH.

Latest Anti corrosion Modification:

1. Plugging of Holes provided on Floors.
2. Use of dip Trip Plate on Sole Bar at the location of Doors.
3. Provision of Box Section Stiffener above Doors.
4. Provision of Crib Angle at bottom side of the Floor.
5. Provision of Stiffener from inside and outside at the top corner of the Wagon Body.

ODC: - OVER DIAMENSIONAL CONSIGNMENT

1. INTRODUCTION:-
The transport of Over Dimensional Consignment has increased considerably in recent years; it has
therefore become necessary to give wide publicity to the procedure in vogue on the railway for arranging
movement of such consignment. This circular should be read in condition with the railway boards
instructions issued from time to time & should be understood by all the staff responsible for movement of
oversize consignment.

185
 2. MAXIMUM MOVING DIMENSIONS:-
i) Overall height at top centre
:4115 mm
ii) Overall height of OHE from rail level :
4470 mm
iii) Overall height at the side
: 3505 mm
iv) Overall width of eight wheeler : 3250
mm
v) Overall width at maximum level at top
center : 610 mm
vi) Floor height : 102 mm
vii) Overall width at bottom : 1600 mm

3. DEFINITION:-An ODC is found which, when consignmentis loaded on ordinary open wagon, would infringe the
maximum moving dimension of the gauge over which is to be moved.
4. TYPES OF CLEARANCES:-There are two types of clearances:-
i) Net clearance
ii) Gross clearance
iii) Net Clearance:-The maximum clearance between consignment & fixed structure on running
condition will be known as “Net Clearance”.
iv) Gross Clearance:-The net clearance between consignment & fixed structure in stationary condition
is known as “Gross Clearance”.
NOTE: Net Clearance is less than Gross Clearance.
5. CLASSIFICATION OF ODC:-The ODC has been classified in following three categories:-
I) A- class ODC
II) B- class ODC
III) C- class ODC

I) A- Class ODC :- ( Permitted Out of Gauge):

The consignment load which infringes the maximum moving dimension, but do not infringe any fixed
structure en-route by net clearance of 150 mm & above & gross clearance 230 mm & above.
i) Speed restriction : 40 kmph
ii) Movement : During day & night
iii) Escorting : Not required
II) B- Class ODC:- (Exceptional Out of Gauge)
The load which infringe the maximum moving dimension, but do not infringe any fixed structure en-route by
net clearance of more than 75 mm &less than 150 mm &gross clearance of more than 150 mm & less than 230 mm.
i) Speed restriction : 40 kmph
ii) Movement : During day & night
iii) Escorting : During Night
iv) Escorting Staff : PWI, TI & CWI
III) C- Class ODC:- (Extra ordinary Out of Gauge)
The load which infringe the maximum moving dimension, but do not infringe any fixed structure by a net
clearance of less than 75 mm & gross clearance by less than 150 mm.
i) Speed Restriction : 15 kmph
ii) Movement : During day only
ii) Escorting : required
iii) Escorting Staff : JE (P-way), TI, JE (OHE)
Note: On the basis of gross clearance C-Class ODC is further divided in two categories

186
 [Link] net clearance is more than zero but less than 75mm –speed-15 kmph only in day and
must be escorted by TXR,PWI,LI,TI etc.
2. If net clearance is zero–speed-dead slow, only in day and must be escorted by
TXR,PWI,LI,TI etc.
6. SPECIAL INSTRUCTION FOR THE MOVEMENT OF ELECTRIC SECTION:-
1. AC Traction –
SR.
Gap Between Contact Wire & ODC Speed Power
No.
1. 390 mm & above 40 kmph ON
2. Less than 390 mm & till 340 mm 15 kmph ON
3. Less than 340 mm & till 100 mm 15 kmph OFF

2. DC Traction –

SR.
Gap Between Contact Wire & ODC Speed Power
No.
1. 245 mm & above 40 kmph ON
2. Between 245mm & 170 mm 15 kmph ON
3. Between 170 mm & 75 mm 15 kmph OFF

Note: If Clearance is between OHE wire & consignment is less than 100mm in AC traction area and less
than 75mm in DC traction areas movement of ODC is not possible.

7. PROCEDURE FOR VARIFICATION IN CE’s OFFICE:-

The following particulars shall be furnished in duplicate by the COM’s office to the Chief Engineer’s
office in respect of nay oversized consignment.
i) Length of consignment
ii) Height of consignment at top center & side
iii) Width of the consignment at top & bottom
iv) Weight of consignment
v) Booking station
vi) Destination station
vii) The route by which the consignment is to be booked
In case of old consignment a sketch showing end & front elevation with the complete dimension
Length, width, Height & Weight shall be sent along with the application in duplicate.
i) Each division will send up to date rolling diagrams showing the moving dimension on the division by
30th September of every year to the Chief Engineer’s Office. Clearance of OHE structure (height of contact
wire, horizontal distance of OHE, columns etc.) shall be submitted by the traction branch of the division to
the chief engineer’s office. Thereafter CE’s office must be advised to receive the diagram whenever the
clearances etc. are affected to rising of track, construction of new structure & alternation of existing
structure etc.
ii) Construction organization shall submit to CE’s office roll diagram showing supposed clearance before
taking any work likely to affect the moving dimension.
iii) While under taking any construction work, such as extension of existing platform, construction of new
platform, shelters, road over bridge etc. Whether by open line or construction branch, it must be ensured
that the clearance as shown in the Chief Bridge Engineer.
8. SANCTIONING BY CHIEF ENGINEER’s OFFICE:-

187
 After verifying the particulars of the consignment vis-à-vis the moving dimension, sectional
movement of the consignment will be communicated by the chief engineer’s office to the COM’s
office. Such cases which are not within the powers of the chief engineer’s office shall be submitted
to CRS for sanction by the chief bridge engineer & as soon as he sanction for the movement is
received from the CRS, the same shall be communicated to the COP by the chief engineer’s office.
In each case section will specify the speed restrictions to be observed, the track & structures to be
avoided, lowering of track, lifting of overhead electrical equipment, shutting off of power etc. as
necessary. COM’s office will convey the sanction to the divisions & the division concerned shall be
issue massage to all concerned official by wire & in case the movement over a particular division is
through locations where restrictive unavoidable structures or overhead equipment are located, in
addition will send conformation copies & obtain acknowledgment. If acknowledgement is not
received in time from any of the concerned officials it shall be the duty of the divisional control
office to obtain in on telephone & recode it in the control diary to ensure that the concerned staffs
are aware of the condition of movement & their respective duties.

BLC

BLC WAGON & CONTAINER SERVICE INTRODUCTION

• BLC Wagon (Bogie Low Platform Container Wagon) are introduced to overcome the ODC
restriction in respect of height to accommodate 9’6” height (international container) from BFKI
type wagon in lieu of 8‘6” height container which were become ODC in BFKI type wagons.

• The length of A car is 13625 mm while the length of B car is 12212 mm. The coupler of A car for
attaching to loco or other stock is at 1105mm. The coupler in the B car at both ends is at 845 mm
from rail level. The wagons are equipped with Air Brake. The diameter of new wheel is 840 mm and
the condemning size is 780 mm.

SPECIAL FEATURES
• Most Important feature is five wagons make one unit consisting two ‘A’ cars having High Tensile E
grade CBC Coupler at its outer end &slack less draw bar at inner end and three ‘B’ cars are
attached with ‘slack less draw bar’ to each other.
• One rake consists of 9 units + 1 brake van
• Construction of under frame is lighter, welded skeleton design, to get optimum tare to pay load.
• Center pivot bottom is an integral part of bolster, provided with ring liner of 5 mm thickness.
• Use of spring loaded side bearer two on each trolley in lieu of CC Pad, which carry 90% of load in
empty condition. Now a days P.U. based Side bearers are introduced.
• Manufacturer - M/S Hindustan Development Corporation or TEXMACO
• Owner, CONCOR (Container Corporation of India)

188
 Comparison between BFKI & BLC Wagon

IMPORTANT DIMENSIONS
• Floor height from Rail level : 1009 mm
• Slack less drawbar height : 845 mm
• Wheel Diameter - : 840 mm (new)
: 780 mm (cond.)
• Axle Load - : 20.32 t
• Tare Weight - ‘A’ car - : 19.10 t
‘B’ car - : 18 t
• Carrying capacity (CC) - : 61 t

• Length of ‘A’ car : 13625 mm

• Length of ‘B’ car : 12212 mm
• Length of one unit : 69 meter(One unit = 2BLCA +3BLCB)
• Length of one rake : 619 meter
• Piston Stroke : 95 ±10 mm in empty
: 120 ±10 mm in loaded
• ‘A’ dimension : 70 to 72 mm
• BC pressure : 2.2 Kg/cm 2 in empty
: 3.8 Kg/cm 2 in loaded
• Maximum Speed : 100 KMPH

Bolster Spring Arrangement

Free Height
Type of Spring New Cond. Springs in one nest
Outer 260mm 245 mm 7 nos.
Inner 243 mm 228 mm 6 nos.
Snubber 288 mm 273 mm 2 nos.

189
Slackless Draw Bar

Load Sensing Device

Load Sensing Device
• Use of LSD (Load Sensing Device) In lieu of E/Loaded device which automatically controls brake
rigging system in empty and loaded condition.
 LSD fitted on each trolley at bolster with a bracket and a special bracket at lower plank in such a
way that even when one side of body is loaded with 20 feet cont. LSD plunger is pressed bracket
and LSD works at 42 t loaded condition
 A gap of 16 mm is maintained between plunger and plate.
 Special feature of LSD is spring dumper inside which shows delayed response for
opening the valve as it works after actual loading/ unloading on wagon not on temporary
deflection of trolley

Wheel Dia. EPR hole

840 to 829 P
828 to 817 Q

190
 816 to 805 R
804 to 793 S
792 to 780
Pressure Reducing Valve
It is used in circuit to reduce the air pressure tending
towards
one LSD valve only 4 Kg/cm 2 instead of 5 Kg/cm 2 to
facilitate the working of Double Check Valve.
It is connected to the inlet of one LSD valve
Double Check Valve
It is used between two LSD circuited to divert only one
LSD valve pressure to C 3W 2 DV closing the port
through shuttle in side it.
Automatic Twist Lock
8 nos. Automatic twist locks have been
provided to secure container on wagon
body. It Consists of following parts:-
 Twist lock head
 Twist lock upper housing
 Torsion spring
 Spindle
 Twist lock bottom housing (welded with
wagon body)
 Torex screw
 Locator Pin
Function:- While loading container on wagon, Twist Lock head with a pressure of minimum 600 Kg, rotates
slightly and again come back to its original position and locks the container.
Then at the time of unloading it again rotates at opposite direction at the pressure of minimum 1000 kg.
Description & Feature of Important Parts of BLC Wagon:-
AUTOMATIC TWIST LOCK :- Each BLC wagon have eight twist locks, four at each corner two each in the
Middle on either side, so that two sizes of container 20’ & 40’ can be loaded. 1000 kg of force is required
at locks to unlock the container and 600 kg force is required to load the container automatically. The
automatic twist lock is the compact container locating and securing device fitted at the locating points of
under frame sole bar. The operation of the twist lock in securing ISO container wagon begins with
placement container by loader. The container is poisoned so that the bottom apertures of the four corner
fittings are above the twist lock’s twist head. The container is than lowered down. The weight of container
causes the twist head to rotate and the corner fittings slides past the twist head, which rotates back in
place engaging the corner fittings, and the containers are secured.
1- Load Sensing Device (LSD):-The increase of train speed as well as introduction of heavy hauled
trains, a general need was felt to discard earlier adopted manually operated empty load boxes for
wagon brake application. The system of manual device was to adjust leverage ratio to obtain
desired braking force depending on empty load situation of the wagon. These system was time
consuming and cumbersome. In order to simplify the system, it was felt that instead of adjusting
leverage of brake cylinder pressure itself can be adjusted by adopting a suitable pneumatic device.
The two stage automatic load sensing device along with C3W2type DV with empty load function
providing two ranges of brake cylinder pressure was therefore introduced.

191
2- Slack Less Draw Bar (SDB) Provided With Mini Draft Gear:- The std. CBC with draft gear has 3” of
displacement / compression at each end of the CBC. Thus the total displacement will be as much as
6” per wagon.
This enormous slack of 6” per wagon is detrimental due to, 1) as there is increased impact; the
life structure will be reduced. But In the mini draft gear slack in the draft gear only about 1.5”
causing smooth riding of wagon .mini draft gear has a special feature that it adjusts its
slackness automatically. When there is development of slack during service due to wear and
impact. The basic object of using this system is reduced the amount of free slack with in the train
as compared to normal CBC. The reduction of this free slack provides many benefits over
conventional coupling, such as
A- Reduction of impact forces that act upon the car structures as result this free slack.
B Reduced maintenance cost as result of induced impact loading on the wagon.
C- Reduction of acceleration, deceleration, and impact loading hat act upon the loading this helps to
minimize the damage
MAINTENANCE PATTERN OF BLC WAGON:-
BLC wagon is maintenance free or requires very less maintenance. It is subjected to maintain for in
CLOSED CIRCUIT RAKES. The BPC has the following validity.
It is valid for 6000km OR 30days for ‘A’ Class & 7500km OR 35 days for ‘A’ SPL Class yard
whichever is earlier.
Following are other condition for validity of the BPC.
1. If the rake stabled in the train examination yard for more than 24 hrs or more the rake is subjected
safe to run examination and same BPC is revalidated for remaining period of the BPC.
2. If one unit i.e. five wagons of the CC rake is detached/attached this is not INVALID.
3. If the kms /days of the BPC is completed before reaching the base depot, the validity of the BPC is
extended for 7 days for one time unloading only. If it is in loaded condition after unloading the rake
is sent in empty condition to base depot.
4. If kms of run is not logged on BPC by crew, the BPC valid for 15 days from the date of issue of BPC.
PROBLEM FACED DURING MAINTANENCE AND OPERATION OF BLC RAKE:-
1. Due to low platform container, it is trouble to repair and testing of brake power properly and
consuming more time.
2. Provision of LSD, the plunger accumulating dust / cement and due to such problem, it is necessary
to pay more attention for avoiding mall functioning of LSD.
3. Some container depot are not having C&W staff so loading /Unloading .The revalidation is
necessary for locking of container is not done due to this locking of container is not so easy reroute.
4. Due to floating bolster on run while functioning of LSD. The plunger of VTA valve is not inserting
directly into its housing and bending effects occurs on plunger, resulting damage to the VTA valve.
ROH OF BLC WAGON:-
A routine overhaul should be given to all wagons as a unit of 5 wagons (car A-2, car B-3) at
nominated depot at intervals of 18 months. (Newly built 24 months)POH- 6 year.
Disconnect 5 car units in to separate individual cars. Each car required to undergo ROH
individually. The important points generally to looks into are given below for ready reference.
Other details of ROH procedures as per RDSO instructions for ROH on wagons should also be
looked into.
1. Remove bogie brake rigging attachments to under frames, break gears & flexible pipes connected
to VTA.
2. Remove centre pivot split pin, lock pin and shackle lock etc.
3. Lift the body through lifting pads.

192
4. Run out the bogie.
5. Clearance of 16 mm between load sensing device sensing tip to stopper are required to be
maintained within tolerance of +/-1mm.
6. Place the under frame on trestles.
7. After removing the side frame key and lifting the bogie remove wheel sets from the bogie. Machine
the wheel tread of all the wheels to worn wheel trade profiles.
8. Strip the bogie. After proper cleaning, examine the bogie side frames, bolster and other castings
for cracks etc.
9. All the side bearers’ liners of the spigot and hole should be replaced. The procedure for attending
the repairs of bogie frames, bolster and liners should be as per instructions.
10. Check bolsters springs and side bearer’s springs for defective/broken springs. Replace the
defective one such that variation in the free height of springs in the same group not to exceed
2mm.
11. Examine center pivot, center pivot pin, center pivot liner.
12. Strip brake gear fittings and examine for wear and damage and serviceability of bogie brake gear
levers, replace worn out bushes and pins.
13. Examine the load sensing device on bogie with air brake in respect of item 5.
14. Replace all the worn out brake blocks and repair worn out brake heads.
15. Check the roller bearings for grease leakages and check adapter and replace if found any defect.
16. Reset the load sensing valve on bogie and tack weld the fasteners after setting with the necessary
gap (16mm) between tip and stopper as mentioned.
17. Examine under frame brake gear levers; replace worn out bushes and pins.
18. Examine slack adjuster (SAB) and replace or attend to the defects as per RDSO instructions G-92.
After fitment set the SAB “A” dimensions 72 +0, -2mm.
19. Checkup hand brake arrangement for repair. Replace the missing or damage parts. Lubricate the
gears.
20. Lower the under frame on bogies and provide pivot pin shackle, pin with split pin and connect
brake gear pin. Dimensions 60+0, -0.5mm between center pivot top to side bearer top liner should
be maintained.
21. Test air brakes as per G-97 RDSO instructions.
22. Check automatic locks. Replace the defective locks. Check welding failures. Check automatic locks
for any damage to lock head and for rotation of head. Change the lock head and rubber spring of
locks.
23. Check the distance from side frame top liner to side bearer seat 131+0, -0.5mm at all four side
bearer points under tare conditions of the flat wagons. Keep the distance within tolerance by
altering shims provided at the top side bearer locations.
24. Ensure all APD (anti pilferage devices) measures are incorporated after assembly.
25. Paint the bogie, stencil station code and date of ROH.
26. Touch up pain and lettering.
27. Special instructions: The draw bar height and CBC height should not be more than 845 mm and
1105 mm respectively. No packing is given over axle box adapter.

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The following items must be attended to during ROH of BLC rakes:
1. Ultrasonic testing of axles.
2. Wheel treads profiling.
3. Side bearer liner renewal for spigot and base.
4. Wide jaw adapter renewal/replacement.
5. Side frame repair/ building up at location of adapter.
6. Brake beam (truss bar) pocket liner replacement/ rotation.
Loading of Container on BLC wagon & troubleshooting.
Container when loaded/unloaded by KALMAR (Spl. crane.) pressure on twist lock is not perfectly vertical
at JNPT/NSICT. As a result following problems arises:
• Cases of trolley shifting and sometimes body/trolley and wheels are dismantled.
• Center pivot pins get bend and ring damaged.
• EM pads are damaged and broken.
• Adaptor get canted.
• Side bearer springs shifted/broken.
• Twist lock head damaged.
• Due to rough loading excess pressure comes to wheel set bearing and oil film between roller and
race may cut which causes grease oozing resulting hot axle.
Remedy: To reduce this problem now at JNPT/NSICT loading is done by EOT.
Examination pattern & Rake formation
• Generally CC Rakes are formed with 45 wagons (9 unit) & 1 Brake Van.
• CC/Free circuit BPC issued for 6000km/30days in ‘A’ class Yard.
• CC/Free circuit BPC issued for 7500km/35days in Special ‘A’ class Yard.
• Special attention is to be given during examination on Composite b/block, brake power 100%, EM
Pad, T/Lock etc.
• After every loading/unloading revalidation of BPC is compulsory and then special attention is to be
given that loading of container is perfectly set on ATL.
• Examination must be at base depot.-TKD/GMC/AQ/SBI/DER.
• 100 man hrs. is required for examination.
• Piston stroke of BC is maintained 95±10 mm in empty & 120±10mm in loaded condition.
• Periodicity of POH – 6 years & ROH for newly built – 24 months, Subsequent ROH – 18 months
Advantages:
• Due to reduction in CBC coupler chances of train parting almost nil.
• During acceleration and de-acceleration, impact on loaded consignment is reduced resulted lesser
damage of body & trolley.
• Reduction in maintenance cost.
• Theft cases are completely eliminated.
• Transportation time is reduced due to quick loading & unloading of consignments.
• Carrying capacity is increased as reduction of tare weight.
• Hence earning of Railways is increased.
Limitations:
• Whenever anyone wagon is marked sick, unit of five wagons has to be detached.
• Re railing at the time of derailment due to 5 wagon coupled

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 Up gradation
Up gradation of carrying capacity of BOXN/BCN Wagon from 20.3 ton to22.9 ton to accommodate CC + 10 ton

Sr. DESCREPTION REMARKS / MODIFICATION

1 Spring arrangement per Nest 6 – 4 – 2 (Existing)

outer- Inner - Snubber
7 – 6 – 2 (Modified)

2 Identification Yellow strip on side panel of size 258 mm. yellow strip on spring &
trolley frame below 777 mm from top height. on end panel i.e. E
R ,E M AND E S .

3 CTRB AAR approved grease to be used, bearing face plate to be painted

with white paint

4 Bolster Outer jip increased from 234 mm to241mm. Bolster inclination

from centre pivot to side bearer is changed from 15mm to 16mm

5 Side bearer Spring loaded PU pad type side bearer is used

6 D. V. D.V. replacement date & station must be stenciled on side panel

7 Stamping Stamping of month & year on CTRB on back plate.

Latest modification Up gradation of carrying capacity of BOXN/EL Wagon from 22.9 to 25 ton axle capacity
Sr. DESCREPTION REMARKS / MODIFICATION
1. Selection of wagon Under framed member and crossed member should be in
sound condition and trolley should NLB type .after up
gradation trolley is named as NLC
2. Wheel and axle Axle wheel seat dia should not be less than 211mm wheel dia.
Should not less than 950mm shop issued size is 962 mm.
3. CTRB AAR approved grease to be used, bearing face plate to be
painted with white paint
4. CBC and draft pad High tensile CBC fitted with RF- 361 draft gear is used .
5. Identification Olive green paint strip of size 258 mm width should painted
on wagon body panel below 777mm from top, red paint
marking on spring and trolley H frame stenciling on end panel
i.e. E R.
6. ROH and POH interval ROH- yearly and POH – 3 YEARLY
7. Anti corrosion treatment All anti corrosion measure i.e. 5 nos. per as RDSO pamphlet
to be carried out.
8. Spring arrangement per Nest 6 – 4 – 2 (Existing)
outer- Inner - Snubber 7 – 7 – 2 (Modified)
9. Axle capacity for extreme 25 Tonne
loading (E l)

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 10. Side bearer CC pad to be replaced with PU pad

CONSTRUCTIONAL DIFFERENCE BETWEEN BOXN AND BOXNR

Sr. No BOX N BOX NR
SIDEWALL
1 Material mild steel Material Stainless steel (IRS M44)
2 Provided with [Link] side stanchions Provided with 9 nos. of side stanchions with 6 mm
with 8mm thick hat section (on one side) thick CRF hat section (on one side)
3. Side sheet of 5mm thickness Side sheet of 3.15 mm thickness
4. Inside height of side wall is 1950 mm Inside height of side wall is 2177 mm from floor level.
from floor level.
5. Two nos. middle coping provided in side Middle coping are not provided in side walls excepts
wall corners side panels.
6. Top coping provided with ISMC-100 Top coping provided with press section of box
100X100X6 mm
7. Side stanchion riveted with sole bar with Side stanchion huck bolted with sole bar with in
two rows rivets single row.
ENDWALL
1 Made with mild steel. Made with Stainless steel (IRS M44)
2. Each end wall provided with 4 nos. of End wall provided with two half side stanchions and
End stanchions of ISMC-150 mm two middle copings of hat sections 6 mm thickness.
3. End top coping provided with ISMC 150 End top coping provided with CRF section of box
channel 100X100X6 mm thickness.
4. End sheet provided with 5 mm thick End sheet provided with 3.15 mm thick
FLOOR
FLOOR Plate provide with mild steel of 6 FLOOR Plate provide with stain less steel of 4 mm
mm thickness. thickness

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198
199
200
201
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FREIGHT TRAIN EXAMINATION

Introduction: The efficient working of freight stock is closely linked to the standard of yard maintenance.
Several factors are responsible for good and quality examination/repairs in the yard. The method of
examination is described as under.
New Pattern of Freight Train Examination: It is based on the Revised JPO issued by Railway board letter
No. 94/M(N)/951/57 Vol-2 dated 25.10.04,letter NO-2005/M(N)/951/13 Dated 07.04.05 and even no
dated 25.04.2006 and 5.11.07.
Following are the main feature of new pattern examination of freights trains.
1. Word CRT has been deleted as the stock has been phased out.
2. The freight train can only be subjected to examine for intensive End to End, Premium End to End
and Close Circuit rakes.
3. The practice of safe to run examination of freight trains per se may be discontinued.
4. En route rolling-in-Examination freight trains may be discontinued. However rolling in examination
as part of intensive examination will continue.
5. Post loading examination by TXR Staff may be discontinued for all type of stock (except loading of
steel consignment). This check is to be carried out by Guard and Driver as per standard proforma
issued by Railway Board. The post loading check must be carried out by TXR Staff and securing of
steel bundles with lashing chains may be ensured.
6. After Tippling the rake will be offered for post Tippling examination, in case less than three rakes
are day, the check may be carried out by guard and driver as per standard proforma issued by
railway board. In cases 3 or more trains are being tippling, post tippling check will be done by
Skelton TXR staff. After tippling the rakes should be subjected post tippling check either by TXR
Staff or by GUARD &Driver in case of non-provision of TXR Staff insiding.
7. It should be ensured that unexamined lead (after unloading before next TXR Point)of freight trains
running end to end pattern or invalid BPC in case of premier & cc rakes does not exceed 400
kilometer .
8. Since multiple loading and unloading are permitted in CC & Premium Rakes .movement of CC
rakes &premium rakes will be monitored through FOIS by Traffic Department with C & W control.
9. In case of mechanized loading an unloading (i.e. BOXN wagon examination by TXR will be
desirable.
10. In case of clearance of stable load instruction contained in Board letter No. 2000/safety (A&R)
/19/35/ dated 31.7.01should be followed.
11. The CC rakes shall be offered for PME in empty condition at the cc base depot where the cc base
depot where the cc rake was originally formed.
12. ROH and POH wagons from CC rake will be marked and detach at base Depot.
13. The rake integrity of CC rake as listed in the BPC should be maintained .However up to 4 wagon (10
FWU) may be replaced by good examined wagons in the entire Run between the two PME.(05 BLC or
one mark in case of BLC rakes allowed for attended or replaced).

PREMIUM RAKES: This new type of examination for air brake stock (i.e. BOXN, BOXNHS, BCN,BCNHS, and
BOBRN etc) introduced in Indian railway w.e.f. April 06 as per instructions issued by railway board.
The salient feature of such types of examination are under:
1. Premium rake will be form out of air brake stock (i.e. BOXN, BOXNHS, BCN, BCNHS & BOBRN
etc.)Only.
2. Such rakes will be given intensive examination in empty condition at nominated examination yard
only.

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3. Premium examination point must be upgraded to “A” category yard on top priority.
4. Stipulation to form rake out of Off POH /ROH wagons as in case of CC rakes are not applied in case
of premium rakes.
5. Similar types of wagon is taken to form premium rakes, mixed wagons not allowed for such rake.
6. The rakes will be turned out with minimum 95% brake power and BPC will be issued on Green Book
only.
7. The validity of BPC to be issued for 12 days including date of issue. However grace period of 3 days
is given when rake is loaded condition and on 15 days rake must be unloaded and must be offered
for C&W examination.
8. The rake is handed over to Operating Department for multiple loading and unloading within 12
days.
9. After each loading and unloading, the rake must be offered for Guard and Driver check before
commencement of journey as per proforma issued by Railway Board and observation will be
recorded on the relevant column of the BPC.
10. Movement f premium rakes will be monitored through FOIS by Traffic Department with
Mechanical Department .
11. If the rakes stabled inyard more than 24 hours,the rakes must be offered for C&W examination
otherwise BPC will be treated as invalid.
12. Man hours are decided as 75 for Premium End to End (PEE) examination.
13. The integrity of rake will be maintained. However 4(10 FWS) wagons may be replaced by examined
wagons en route.
Advantage of Premium Rake: Following are the advantage of introducing premium rake examination:
1. Wagon turn round is reduced and loading cycle is increased by 3 times.
2. Rakes are available for maximum to Traffic Department.
3. During the year 2007-08 a profit of 2000 crore is made to Railway by increasing 40 million ton
loading on premium rake pattern.
4. Overall average yard detention of Indian Railway is reduced from 15 hrs to 11.15 hrs.
5. Due to introduction of premium rakes the availability of rake for end to end examination over IR
decreased from 400 rakes per day to 150 rakes per day due to this over all expenditure on
examination reduced.

Disadvantage of Premium Rake: Since the examination of premium rake are being also
attended in yard which is yet upgraded to ‘A’ category, Following are the disadvantages:-
1. Man hours for Examination of premium rakes are not specified and are being examined on end to
end pattern.
2. Reject ableItems for attending examination and repair of such rake are also not specified .
3. The rake is permitted for multiple loading and unloading on the basis of GDR check. It is
experienced in N. C. RAILAY that GDR check is not effective and derailment of 3 premium rakes
during 2006-07 as 2007-08 were occurred due to lack of GDR check which is not safe practice and
not safe to rolling stock.
4. Grace period of 3 days is permitted when rakes are in loaded condition (i.e. in rare cases) and must
be reached to unloading point within 15 days and on 15 th days rake must be offered for C&W
examination .
But it is experienced in NC Railway that Traffic Department is taking advantage of grace period,
the premium rakes are received after loading on 12thg day from the issue of BPC and thus rakes
are running on invalid BPC . Such information is being sent to Railway Board in PCDO and
operating department is requested to minimize such practice to safe running of rolling stock.

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 CLOSE CIRCUIT RAKES : CC rake are being formed in term of Railway Board’s letter No.94/M(N)/951/57
Vol-II dated 25.10.2004 and letter No. 87/M(N)/951/31 dated 22.08.1989. and time to time instruction
issued by Railway Board. Following are the main feature of CC rakes:-
1. CC rakes will run on predefined path and under completion of day / km mention on BPC the rake
should be examined at nominated base depot only.
2. Off POH/ROH wagon should be preferred during formation of CC rakes .
3. Examination should be conducted in day light only (morning to sun set).
4. The examination should be conducted on nominated line by CRSE & CFTM of the Railway.
5. All rejectable items must be attended during examination of such rake.
6. The air brake wagons of same types of stocks are formed in CC rake .Mixed wagon can not be
allowed.
7. For examination of CC rake, 100 man hrs is to be taken.
8. After examination BPC with 100 % brake power is issued on prescribed yellow color certificate.
9. The examination of CC rakes is carried out where the minimum infrastructure facility for
examination as standardized by CAMTECH is available.
10. There are 3 types of CC rakes be examined and validity of BPC being issued over Indian railway.
 4500 kms/20 days whichever is earlier (examined at “A” ,”B” and “C” [Link])
 6000kms /30 days whichever is earlier (examined in “A” cat. yard)
 7500 kms/35 days whichever is the earliest (being examined at Special “A” [Link])
11. The rakes are handed over to Traffic Department for multiple loading/unloading within the validity
of BPC and GDR check.
12. Listed wagons on BPC are allowed to run .Enroute if detachment or attachment by 4 or more
wagons (10FWU) is done without examination by TXR,BPC should be treated as invalid (In case of
BLC 5 wagons/ one unit)
13. Movement of CC rakes will be monitored through FOIS by Traffic Department with Mechanical
Department .
14. If the rake is instable in yard more than 24 hrs in yard, the rake must be offered C&W examination
and if not, BPC should be treated as invalid.
15. The km runs must be endorsed by Driver and Guard on BPC in relevant column.

Further , zonal Railways shall maintain detailed record w.r.t. enroute detachments. Brake power and
detachment during examination of these rakes and give monthly feed back to board on their performance.
Railway must ensure that infrastructural facilities at all the above points are upgraded to ‘A’ category.
POST LOADING AND POST TIPPLING EXAMINATION:
Vide Rly Bd’s letter no. 2005/M(N)/951/13 dated [Link] Loading examination by TXR staff was
discontinued. Post loading check by Guard and Driver was introduced. In the para (iv) of Rly Bd’s above
letter dated 08.02.06. It was stipulated that:
After tippling the rake will be subjected to post tippling examination. In the case less than 3 rakes
are being tippled per day, the check may be carried out by Guard & Driver as per proforma enclosed. In
case 3 or more trains are being tippled, post tippling check will be done by skilled TXR staff.
The same has been reviewed vide Rly Bd’s letter No. 98/ M (N)/951/12/pt.1 dated 17.05.07, relevant
paras are reproduced as follows:
1. Board has reviewed the subject matter and has decided to revise the instructions contained in para (iv)
of aforesaid letter dated 08.02.06 on post tippling checks on freight trains as under:
a) After tippling rake should be subjected to post – tippling checks either by TXR staff or by Guards
and Drivers in case of non provision of TXR staff in the siding.

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 b) As local condition may vary from siding to siding, based on recommendations of CME & COM,
GMs may decide whether the post tippling check on a particular point will be entrusted to TXR
staff or Guard and Driver. While deciding the matter one way or other, the following may be
kept in mind:
- Recovery of necessary charges from the owner of such sidings in case any defects damages are
noticed.
- Post tippling check by Guards and Drivers should be done as per format enclosed with the above
mentioned letter of Railway Board.
2. Rules regarding starting of trains from non-TXR points after examination by Guard and Drivers should
be strictly en forced.
[Link] other provisions of Board’s letter no.2005/ M(N)/ 951/13 dated 08.02.2006. It is to be followed.
GDR CHECK: GDR check has been defined as , required to be done only for rakes , which are to be offered
to TXR examination, where due after completion of loading and unloading cycle and are required to move
another 250-300 kms ( now 400 kms stretch) before hitting the TXR points. The GDR check by guard and
loco pilot should invariably ensure the following:-
1. Adequacy of Air pressure/vacuum pressure in motive power and brake van.
2. Ensure Air pressure / vacuum continuity from loco to last vehicle.
3. Success of brake feel test.
4. Adequacy of brake power by counting operative/ non – operative pistons.
5. Shall ensure by visual examination that there are no loose fitting in the under gear including brake
blocks, safety brackets , track area, brake gear pins [Link] may danger the safe running of [Link]
examinationshall be one by walking along the length of the train by loco pilot on one side and by Guard
on other side.
[Link] and loco pilot shall jointly prepare a memo in triplicate indicating the brake power deficiency, if
any .They shall append their signature on the same and both of them shall retain a copy of the same
and third copy shall be handed over to station master on duty.
[Link] case of premium end to end rakes the observation by the guard and loco pilot will be recorded under
the relevant para of the BPC .
The GDR check should not lead to a false sense of adequacy of brake power in the psyche of the
loco pilot. So apart from adequacy of air pressure per vacuum in the locomotive and the last vehicle, the
loco pilot should have the confidence on the adequacy of the brake power only after conducting the brake
feel test and this aspects of sufficiency of brake power of the train should not be diluted by other visual
examination by Guard and Loco Pilot .
Since premium rake s allowed for multiple loading and unloading up to 12 days based on the GDR
check, there is an urgent need to bring improvement in quality of GDR checks by imparting suitable
training to all goods Drivers and Guards. Some of the areas that need to be specifically covered in such
training are as follows:
i) Significance of post loading and post tippling examination.
ii) Items to be checked: critical assemblies and components : procedure for checking.
iii) Type of BPC s: validity of BPC: action to be taken in the case of invalid BPC.
iv) Type of tipplers / pay loaders: nature of the damage caused to the freight stock during loading per
tippling operation.
v) How to check brake power of air and vacuum brake train? How to check continuity of air pressure/
vacuum in trains?
vi) How to check condition of couplers, hoses and other under gear components .
vii) Types of the angle cocks: open / close position of different type of the Angle cocks.
viii) Empty / load device: principle of working /correct position of empty / load device handle.

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ix) Types of the bogies suspension arrangement, brake gear components, common defect of spring, brake
pull load, brake beam, safety bracket, brake block etc. And action to be taken in each defect.
x) Type of hand brake, procedure of release/application of various types of hand brakes / defect of hand
brake.
xi) Type of doors and their locking in various type of wagons, door opening mechanism of BOBRN wagons.
xii) Action to be taken for various defect in freight stocks / train.

Post Loading/ Post Tippling Checks by the Guard and the Driver

Items To Be Checked By Guard And Drivers

1. All CBCs and Air House are properly coupled and locked

2. All the Angle Cocks are in open condition.

3. The last Angle Cock is in closed condition
4. Empty/Loads device handle is in proper position.
5. There is no loose fitting/hanging parts like spring push-pull road, Brake Beam, Safety
brackets, Brake blocks etc. which may endanger safe running of the train.
6. Hand Brakes are released.
7. Doors of wagons are closed and locked / secured.
8. Check continuity of the air pressure/vacuum before starting.

Proforma for joint check by the Driver and the Guard

1. Date : ………………………….
2. Train No. and loco number : ………………………….
3. From……………………. To ………………………….
4. BPC No.; Date & Station of Issue
5. Loaded at ………………. Or Tippled at ………………
6. Time of Locomotive Attachment : ………………………….
7. Total Load : ………………………….

(Signature of Driver) (Signature of Guard)

Driver’s Name……………….. Guard’s Name………………..

(This memo should be prepared in three copies, one copy to be kept with Driver , one with the Guard and
one will be given by the Guard to the Station Master / Yard Master.)

Examination of Container Trains (In each case of invalid BPC): (Ref: Railway Board’s letter No. 2007/M
(N)/ 951/67 Dated 19/20. 11.2008);
i) Para 2.9(a)- In empty Condition (container off loaded from wagons): Rake shall be offered at the
nearest TXR point for intensive examination, where after examination its BPC will be revalidated for a
period of 7 days, with endorsement on BPC by TXR that rake is safe to run up to its base depot. During
this period of 7 days, one loading/ unloading shall be permitted in the direction of CC base depot. The
revalidation of BPC in above manner is permitted only once and rake shall be back to its CC base depot
within 6 days period. Else the rake shall lose its CC character and will become normal end-to-end rake

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 Re-conversion of such end-to-end rakes to CC shall be permitted only after personal approval of CME &
COM of the concerned Zonal Railway.
ii) Para 2.9(b)- In loaded Condition (container loaded on the wagons): Rake shall be offered at the
nearest TXR point for safe to run examination and endorsement on BPC by TXR that train is safe to run
up to its destination. After unloading of consignment at destination, such potential unsafe rake shall be
offered at the nearest TXR point for safe to run examination and endorsement by TXR on BPC that the
train is safe to run in unloaded condition up to its CC base depot examination with containers loaded on
wagon, shall be done only in case of extreme urgency with prior approval of CME & COM of the concern
Zonal Railway.
iii) Para 2.10 of the same Railway Board’s letter dated 19/20.11.2008: Container rakes detained for more
than 24 hours at TXR point, shall be subjected to safe to run examination and endorsement on BPC by
TXR that rake is safe to run for the remaining validity period of BPC.

JPO for Close Circuit Pattern of Examination, Maintenance and Operation of BTPN Wagons. (Ref:
EDME/ Frt./Railway Board’s Letter No.-2008/M(N)/951/13 CC Rakes dated 05.02.2010)
i) After successful trial for one month Close Circuit Examination of BTPN wagons shall be taken up at
BAAD Depot in Agra Division on trial basis for one year as detailed below:

Sr. No. Base No. of Rakes Circuit Validity of BPC

1) BAAD/ NCR 30 NCR, NE, NR, WR & 6000 kms or 30 days
WCR whichever is
earlier

ii) CC examinations will be done only on the examination lines in the Yard having proper facilities of
material handling, pucca pathway, welding, lighting etc. the CC examination will be done on the lines
where there is no OHE.
iii) If there is no CC examination line without OHE, CC examination and maintenance of under gear parts
of wagons should be carried out in the CC examination Yard and maintenance of barrel portion of
the wagon (i.e. barrel mounting and valves) may be done in gantry before loading of the product.
iv) The existing rakes (ordinary/ non CC/ Premium) shall be thoroughly examined before the rake is
declared CC by a supervisor not below the rank of SSE/C&W.
v) The rake shall be offered for examination in day time only, till the lighting facility is developed.
vi) Due to acute position of staff at BAAD Sr. DME/ C&W/ AGC may move 8 staff from BAAD sick line to
yard for three days a week. On these days , CC examination may be carried out @ one rake per day .
This will be done till additional staff is posted at BAAD depot.
vii) All wagons released from ROH shall be utilized for making CC rakes and Off ROH wagons waiting for
formation of CC rakes shall not be considered under ineffective.
viii) During CC examination, proper attention to the safety fitting ,pipes valves etc shall be given and
their maintenance records will be maintained separately.
ix) Monitoring of CC rakes shall be done through FOIS and also by [Link](C & W) and [Link] of AGC
division jointly.

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x) Proper computerized record keeping and documentation at CC base depot BAAD to be ensured to be
monitor condition of CC rake.
xi) The BPC will incorporate the name of CC depot as BAAD depot and will be valid over
NCR,NE,WR,NR&WCR with a validity of 6000 kms or 30 days whichever is earlier.
xii) Rake operating on zonal railways not mention on the BPC will loss their CC character and will be
treated as per instruction prevailing for normal end to end rake.
xiii) All rakes will be returned to BAAD depot , nominated CC base report as per validity of BPC.
xiv) After each loading /unloading, the rake will be examined by Guard and Driver before
commencement of journey and observation will be recorded under relevant column of the BPC.
xv) Rake integrity as listed in the BPC should be maintained , however upto 4 wagons may be replaced
by duly examined wagons in the entire running between two PMEs.
xvi) ROH/POH wagons from CC rake will be marked end detached at base depots only.
xvii) In case CC rake is not made available for examination at base depot and offered for examination at
some other depot. It will become non CC rake and it will follow normal intensive examination
pattern.
xviii) Railway shall ensure that other requirements as stipulated by RDSO from time to time & IRCA for
carrying and handling of hazardous material in the tank wagon shall be met.
xix) Besides special conditions mention here in above , with respect to maintenance and operation of this
special CC rakes, all other general instructions issued by railway board from time to time, regularly
maintenance of 6000 kms CC rake shall be observed.
xx) After completion of 1 year of trail period, division should submit performance report with detail of
detachment (with reasons),poor brake power cases and detachment during examination etc. for
review.

ITEMS TO BE EXAMINED/CHECKED DURING PREMIUM/CC RAKE EXAMINRION IN YARD (BRIEF):

Rolling In examination must be done before block of rake to detect Hot Box, flat tyre and other
unusual.
1. Complete inspection of running gears, break gears & spring gears including tapping and gauging
of wheels. The wheel dia should be within limit .
DISCRIPTION LIMIT
NEW Condemn
Wheel dia used on BOX/UIC bogie) 1000 mm 860 mm
Wheel dia used on BOXN/CASNUB bogie) 1000 mm 906 mm
Wheel dia used on BLC Wagon 840 mm 780 mm

2. Ensure fitness of all safety fittings, straps& safety loops, safety brackets etc.
3. Replacement of cast iron & composite brake blocks. Brake blocks should be replaced on reaching
condemning thickness. After fitment of brake block and key on brake head fitment of split pin
should be ensured. The limit of brake block thickness is as under :

DISCRIPTION LIMIT
Brake block condemning limits 10 mm

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Yard leaving thickness of brake block except BOY wagons 20mm
4. Correct functioning and positioning of empty load device.
5. Checking and proper securing of doors of the wagons.
6. Look for abnormal and/or unequal buffer height/CBC height, wear plates, knuckle, etc to the
extent it is possible to detect by visual examination. Incase of doubt , the buffer height / CBC
height should be measured and maintained as given below :
DISCRIPTION LIMITS
Buffer height from rail level Max 1105 mm (Empty)
Min 1030 mm (loaded)

7. The Bogies, complete side frames and bolsters to be visually examined for cracks and missing
parts. Bolster springs , Snubbers, spigots, center pivots fastening, roller side bearer in case of
CASNUB 22 bogie to be checked for defects , if any. Following nominal clearances may also be
observed;
DISCRIPTION 22W 22W(M) 22NL 22HS

22W R ETRO NLB

Lateral clearance between 18mm 18mm 18mm 25mm

Side frame and bolster

Lateral clearance between Side 25mm 25mm 16mm

Frame and axle box/adopter
Longitudinal clearance 2mm 10mm 9mm 9mm
between side frame and axle
box/adopter

Longitudinal clearance 6mm 6mm 6mm 6mm

between side frame and
bolster

Clearance between anti 4mm 4mm 4mm 4mm

rotation lug and bolster

8. Hand brake Wheel should be checked for their proper working in ON & OFF position.
9. Visual examination of under frame members, body, door mechanism, CBC wear or deficiency of
parts to be marked and their operation to be checked.

10. Examination of any loose or hanging component.

11. Abnormal behavior of any vehicle indicates if unsafe working condition.
12. The condition of side bearer pads Rubber bonded metal pad (RBMP), E M Pad must be examined and it
should be within limit as given below.

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 DISCRIPTION Normal Dimension after permanent set
dimension ( condemning size)
Elastomeric pad 46mm 42mm
Side bearer rubber pad 114mm 109mm

13. A rake of air brake wagons should be tested with rake test rig from one end of rake. Leakages through air
house pipe, MU Washers, cut off angle cock to be arrested and air pressure in BP gauge should be
maintained as given below:
No. of Wagons On BP Gauge of rake test rig On last Wagon
Up to 56 wagons 5.0 Kg/cm2 4.8 Kg/cm2
More than 56 wagons 5.0 Kg/cm2 4.7 Kg/cm2

14. During the testing following parameters are to be checked and maintained as given below:
a) “A” Dimension:
Description Limit
A’ dimension of slack adjuster BOX/UIC bogie Wagon 50mm +2/-0
A’ dimension of air brake stock fitted with CASNUB bogie 70mm +2/-0
except BOBRN wagons
A’ dimension of BOBRN 27mm +2/-0
b) Piston stroke:
Type of wagons Piston Stroke
Empty Loaded
BOXN,BCN/BCNA,[Link] 85mm+/-10mm 130mm+/-10
BTPN 87mm+/-10 117mm+/-
15. Brake Power Certificate (B.P.C.): This is a certificate jointly signed by guard, driver and C&W
supervisor prepared in triplicate by C&W supervisor after ensuring vehicle attached in train is fit to
run and required amount of vacuum/ pressure is maintain in engine and brake van/ last vehicle. It
contains train no., engine no., and loads, break up of load, brake power of the train, amount of
vacuum/ pressure in engine and brake van and first and last two vehicles number respectively.
BPC to be issued on prescribed color performed as under:-
Premium rake – Green color - 95%
CC rake – Yellow color - 100%
End to End vacuum rake – Pink color - 85%
End to End air brake – Green color - 85 %

BRAKE POWER CERTIFICATE FOR AIR BRAKE (BOXN/BCN) PRIMIUM END TO END RAKE

ISSUED BY: (EXAM Point/Div/Rly.) ______yard /Railway

INTSTRUCTIONS
A. GUARDS AND DRIVERS
1. Before starting the train , guard and driver should ensure:
(i) Continuity of air pressure from first to last vehicle of the train.
(ii) Validity of BPC, if found invalid inform the section controller immediately and take necessary
instructions from carriage control.
(iii) Driver and Guard should correctly log the dates and kilometres earned.

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B. STATION STAFF
1. They should be vigilant for averting any theft or tempering with this rake. Any incident of theft/
tampering to be reported to section controller / TXR controller and entry of attention done be made in
space provided.

THIS CERTIFICATE IS VALID FOR 12 DAYS (WITH A GRACE LIMIT OF 3 DAYS), PROVIDED.
1. More than 4 wagons have not been detached / attached from the rake.
2. The rake is not stopped for more than 24 hours in any train examination yard.

Note : 3 days additional grace period is given for loaded trains only . Loading of train on or after 12 th day
will make BPC invalid.

B. TO BE FILLED AT THE ORIGINATING EXAMINATION POINT BY RAKE EXAMINING STAFF

TRAIN No. LOAD & STOCK

BPC No. ENGINE No. Total

BPC ISSUED DATEBPC VALID UP TO

STATION DATE OF LOADING

AIR PRESSURE ON DEP: ON LOCO kg/cm2 ON BK. VAN kg/cm2

TOTAL No. OF CYLINDERS No. OF OPERATIVE CYLINDERS

BRAKE POWER %

LIST OF WAGONS IN ORDER:

S. No. Wagon No. S. No. Wagon No. S. No. Wagon No. S. No. Wagon No.
1. 16. 31. 46.
2 17 32 47

( ) ( ) ( )
DRIVER’S NAME & [Link]’S NAME & [Link]/SE (C&W) NAME & SIGN.

C. DISTANCE TRAVELLED (TO BE FILLED BY DRIVERS)

Loco Train Driver’s Cum Driver’s
[Link]. Date From To Kms
no. no. name/hq kms sign.

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 PARTICULARS OF WAGONS DETACHED ENROUTE:
1.
2.
3.

D. ENROUTE PROBLEMS NOTICED & ATTENTION GIVEN:

Date Loco no. Dr’s name Dr’s h.q. Problems & action taken Sign. Of Dr/
Stn. Nature Stn. Staff

E. BRAKE CONTINUITY/ VALIDATION AT LOADING POINTS.

Pr. Ready Abnormality
S. No. Station Rly. Date Sign.
at observed

F. GDR CHECK LIST :

S.N ITEMS TO BE CHECKED BY GUARD AND DRIVER
1. Rake integrity is not disturbed by more than 10 FWUs. Only intensively examined wagons
given fitness by train examining staff may be attached.
2. All CBC’s and Air hose are properly coupled and locked.
3. All the angle cocks are in open condition.
4. The last angle cock is in closed condition.
5. Empty /load device handle is in proper position.
6. There is no loose fitting/hanging parts like push pull rod, brake beam, safety bracket,
brake blocks etc. which may endanger safe running of train.
7. Hand brakes are released.
8. Doors of wagons are closed properly and locked/secured.
9. Any other abnormality noticed and action taken.
10 Guards and drivers shall prepare a memo jointly on a plain sheet triplicate indicating the
brake power and deficiency, if any
11. Continuity of the brake pipe pressure is confirmed through VHF/ Whistle code before
starting the train.

BRAKE POWER CERTIFICATE FOR AIR BRAKE (GOODS) CLOSE CIRCUIT RAKES

ISSUED BY: (Intensive Exam. Point/ Divn./Rly.)

NOMINATED CLOSE CIRCUITS

DATE BPC NO.

INSTRUCTIONS
A. GUARDS AND DRIVERS:

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 1. Before starting the train, guard and driver should ensure:-
(i). Continuity of air pressure from first to last vehicle of the train.
(ii). Validity of BPC. If BPC is invalid, inform the control office & take necessary instructions from
Carriage Controller/ Sr. DME.
2. Driver and Guard should correctly log the kilometers earned.

B. STATION STAFF:
1. They should be vigilant for averting any theft or tempering with this rake. Any incident of theft/
tempering to be reported to TXR Control and entry made in the space provided.

THIS CERTIFICATE IS VALID FOR 6000 km.

1. Provided the kilometrage has been logged in correctly and continuously, if not BPC
will be deemed to be valid for 30+5 days only from the date of issue of BPC.
2. Provided the rake integrity is not changed and only listed wagons are included.
3. Provided the rake is not stabled for more than 24 hours in train examination Yard.
4. Provided the rake is running in pre-defined close circuit as mentioned above.
C. TO BE FILLED AT THE ORIGINATING EXAMINATION POINT BY RAKE EXAMINING STAFF

Train No. Engine No.

Load & Stock Total No. of Bk. cylinders

No. of Operating Cylinders Brake Power %

Air pressure on dep: On Loco kg/cm 2 On BK. Van kg/cm2

Engine on Train Air pressure ready at

LIST OF WAGONS IN ORDER:
S. No. Wagon No. S. No. Wagon No. S. No. Wagon No. S. No. Wagon No.
1 16 31 46
2 17 32 47

( ) ( ) ( )
DRIVER’S NAME & [Link]’S NAME & [Link]/SE (C&W) NAME & SIGN.

D. DISTANCE TRAVELLED (TO BE FILLED BY DRIVERS)

Loco Train Driver’s Cum Driver’s
[Link]. Date From To Kms
no. no. name/hq kms sign.

PARTICULARS OF WAGONS DETACHED ENROUTE:

1.
2.
3.

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 4.
5.

E. BRAKE CONTINUITY/ VALIDATION AT LOADING POINTS (OR THEIR NEARESREST EXAMINATION

POINTS) BY TRAIN EXAMINING STAFF.

Pr. Ready Abnormality

S. No. Station Rly. Date Loco no. Sign.
at observed

F. ENROUTE PROBLEMS NOTICED & ATTENTION GIVEN:

Date Loco no. Dr’s name Dr’s h.q. Problems & action taken Sign. Of Dr/
Stn. Staff
Stn. Nature

INTENSIVE BRAKE POWER CERTIFICATE FOR AIR BRAKE ( GOODS ) (END TO END RUNNING )
No.
ISSUED BY : (Intensive exam. Point /divn./Rly.) No.

Destination :

Date BPC No.

Train No. Loco No.

Load & Stock Total No of cylinders

No. of operating cylinders Brake Power %

Vacuum on departure on loco On Bk. Van

INSTRUCTIONS
A. GUARDS AND DRIVERS
Before starting the train guars and drivers should ensure:-
(i) No driver should move the loaded train from the loading point unless the destination is clearly
mentioned of the brake power certificate.
(ii) Continuity first to last vehicle of the train.
(iii) If BPC is invalid , inform the control office & take necessary instructions from C&W controller.

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THIS CERTIFICATE IS VALID
Provided the destination is mentioned on the BPC of the loaded train
Provided the composition of the rake is not changed by 4 or more wagons
Provided the rake is not stabled for more than 24 hours
B. LIST OF WAGONS IN ORDER
[Link] Wagon No [Link]. Wagon No. [Link]. Wagon NO. [Link]. Wagon NO.
1. 19. 37. 55.
2. 20. 38. 56.
3. 21. 39. 57.
C. ENROUTE PROBLEMS NOTICED AT STATION GIVEN
Date Loco Drivers Problems and action Sign. Of Driver
No Name/HQ taken

D. NOTES :
1. The incoming driver shall handover the brake power certificate to relieving driver . If he is leaving the
train without relief . It shall be deposited with nominated authority who will give it to the outgoing
driver.
2. The outgoing driver and guard will satisfy themselves from the listed wagon numbers that the brake
power certificate pertains to their train.

( ) ( ) ( )
DRIVER’S NAME & SIGN. GUARD’S NAME & SIGN. JE/SE (C&W) NAME & SIGN.
Details of intensive examination:
1. Rolling in examination including axle box feeling
2. Intensive examination and repairs:
Intensive examination and repairs:
A Inspection and repairs of running gear fittings.
B Inspection and repairs of brake gear and spring gears.
C Inspection and repairs of draw and buffing gear.
D Checking and making good the deficiency of safety fittings, safety brackets, safety loops etc.
E Replacement of brake blocks.
F Correct functioning and positioning of Empty Load Box Device.
G Checking and proper securing of doors of covered wagons.
H Checking of CBC and knuckle.
I Meticulous check of BC, DV, [Link] and other pipe joints.
J After brakes are released, the wheel profile should be examined.
K Where a reject able defect cannot be attended on the train in the yard, wagon shall be
damaged labeled for attention in the sick line.

Difference between STR and intensive examination:

S.N. STR / Revalidation Intensive
1 Validity of BPC is given up to The rake is examined in empty condition intensively
next TXR examination point and fresh BPC is issued as per required Brake power
and it is endorsed on the same % as 85% or 95% or 100 %in case of EE or PEE or CC

216
 BPC, No fresh BPC is issued. respectively.

2 Only safety “S” marks defects All reject able, chargeable and “S” marks defects are
are examined and attended to. examined and repairs if required.
3 This type of examination is All type of stock offered by traffic given intensive
being carried out for air brake examination
stock only.
4 C&W staff with a least All minimum infrastructural facilities as per
facilities may examined the CAMTECH are required to examine and repairs the
load for STR. fitting during examination.
5 It may be carried out at any It is done only on nominated yard as well as selected
traffic line line where infrastructural facilities are available.

6 10 man hours are required to The man hours required as 40 for Vacuum brake
carry out safe to run. stock EE, 56 for airbrake EE and 100 man hours for
CC rake,75 per PEE.
Difference between CC and premium rake examination:
S.N. CC rake Premium rake
1 CC rake can only examine at Base depot is not nominated and can only be
base depot(A,B or C cat. yard). examined in “A”[Link] and nominated yard.
2 100 % brake power is ensured 95% brake power is ensured and BPC is issued on
and BPC is issued on yellow green color certificate.
color certificate.
3 It is run on predefined (closed It may be run over any route of Indian railway.
circuit) path only.
4 100 man hours is specified to Man hours are not decided.
attend CC examination of (Proposed 75 man hours)
standard rake (58 BOXN+
1BVZC)
5 CC rake is preferred to form Stipulation of off POH/ROH wagons is not applied to
out of off POH/ROH wagons premium rakes.
6 Validity of BPC is 4500 km/20 Validity of BPC is 12 days and a 3 days grace period is
days, 6000kms/30 days or allowed for the rake in loaded.(kilometer is not
7500 km/35 days decided)
7 Items (reject table & Items ( rejectable & chargeable) are not specified for
chargeable) are specified to examination and its repair.( Only being examined on
examine, repair & EE pattern)
maintenance.

STEPS OF INTENSIVE EXAMINATION:

a- Rolling in examination including axle box feeling.
b- Intensive examination of originating train including repairs, detachment of damaged/sick wagons,
brake testing etc.
c- Issue of Intensive Brake Power Certificate after ensuring brake continuity of the formed load.

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 NEW WAGON NUMBERING SYSTEM

The new wagon numbering system is being done as per railway board’s instruction issued vide letter vide
letter Number. 2000/M(N)/60/2/wagon census dated 4th July 2003.

As per new scheme, the wagon number shall consist of 11 digits. First two digit will indicate types of
wagon, next two digits will indicate owning railway, next two digits will indicate year of manufacture, and
next four digits will indicate individual wagon number and the last digit will be a check digit. Brief is as
under:

C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11

Type of owning Rly Year of Mfg. Individual wagon check digit

wagon number

Check digit is calculated as under :

1. Add all the character in the even number (S1)=C2+C4+C6+C8+C10

2. Multiply S1 by 3 = 3 S1
3. Add all the character in the odd number(S2)= C1+C3+C5+C7+C9
(Except check digit)
4. Add 3S1 + S2 = S4
5. Round this total up to next multiple of 10.

Check digit is the number required to be added to roundup to the next multiple of 10. If the total in
S4 is already a multiple of 10, then the check digit will be Zero.

For example let a Wagon has its number as 12030345679

S1 = 2+3+3+5+7=20
3S1 = 20×3 = 60
S2 = 1+0+0+4+6 = 11

Now 3S1+S2 i.e. S4=60+11

Or = 71

The next multiple of 10 will 80, to made round figure 80, more 9 is required to be added , hence 9 will
be check digit.
The type of wagon and individual railway has unique code issued by railway board.

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 ACCIDENT
Any unusual / occurrence in railway which dose or may affect the railway working its engine rolling
stock P-Way or its passenger or railway employee or delay to a train is termed as “Railway Accident”.
Classification of Accident:-
Accidents are classified into 16 parts which are following:
1. A’ class : Collision : Collisions are of 3 types –
 Head on collision.
 Side on collision.
 End on collision.
Collision involving a train carrying passenger, resulting in loss of human life & damage to railway
property of exceeding Rs. 25 lakhs.
2. ‘B’ class: Fire In Train
Fire in a train carrying passenger resulting loss of human life & damage to railway property
exceeding Rs. 25 lakhs.
3. ‘C’ class: Level crossing
The road surface meet with railway track on same level is known as ‘Level Crossing’. The most
causes of accident on turns account as an unmanned level crossing resulting into loss of human
life.
4. ‘D’ class: Derailment
Derailment is of two types – 1) sudden, 2) Gradually.
Derailment of trains carrying passengers resulting in loss of human life.
5. ‘E’ class : Natural Calamity
Train running over any obstruction including (land slide, flood, & earthquake) fined structure other
than resulting in loss of human life or damage in railway property.
6. ‘F’ class : Averted Collision
Averted collision between trains at least one of which carrying passengers & obstruction.
7. ‘G’ class : Breach of Block Rules
Train carrying passengers, entering a block section without any authority or entering a wrong line
a station.
8. ‘H’ class : Driver Passing Danger Signal
Train carrying passengers running past a stop signal at danger without proper authority.
9. ‘J’ class : Rolling Stock Failure
Failure in rolling stock such as failure of tyres, wheels, axles. Etc. on passenger carrying train.
10. ‘K’ class : Failure of Permanent Way
Buckling of track, weld failure, rail fracture.
11. ‘L’ class : Failure of Electrical Equipment
Snapping or any damage to OHE wire requiring switching of OHE for more than 3 minutes.
12. ‘M’ class : Failure of S & T
Failure of block instrument, interlocking, signal, station communication for more than 15 minutes.
13. ‘N’ class : Train Wrecking
Attempted wrecking of or sabotage to train carrying passengers.
14. ‘P’ class : Causalities

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 Person falling out of a running train resulting loss of human life or grievous hurt.
15. ‘Q’ class : Other Incidents
Murder or suicide in a train, robbery, attempted robbery or attempted theft in railway premises, &
blockage to train services due to agitation.
16. ‘R’ class : Miscellaneous
i) Train running over cattle
ii) Floods, breaches & landslides etc., were resulting interruption of an important through line
of communication more than the threshold value.
 Most serious class ‘A’
 Least serious class ‘R’
 I & O is not included
Role of Supervisor at accident site: As per accidental manual following duties would be performed by C &
W supervisors at accident site.
 Protect the site of accident to restrict further movement on that line or yard as the case may be.
 Ensure that the necessary message regarding the details of the accident and casualties have been
relayed to the SS/SM, control and civil authorities.
 Make first-aid arrangements for the injured persons, if any.
 Examine and make a note of all evidence which may prove useful in ascertaining the cause of
accident.
 Try to save life and alleviate sufferings. Ensure everything possible is done provide secure to the
injured and help to all other passengers.
 To relay the prima-facie cause of the accident with the expected time of restoration.
 Seize and freeze all records as laid down in accident manual.
 Arrange to take photographs from different angles to assist in reconstructing the scene of the
accident.
 Co-ordinate with train crew, station staff and control office for providing relief to the injured and
restoration of traffic.
 Record the statement of the concerned staff available at site for ascertaining the cause of the
accident.
 Take written evidences of as many witnesses as possible in case passenger train is involved. Their
names/addresses should be recorded (witnesses should not be from Railways).
 Ensure relaying the progress report to control after every one hour.
 Obtain clearance from civil/police before starting restoration in case of sabotage/doubt of
sabotage.
 When a senior officer arrives at the spot, relevant records should be handed over to him and he
must be briefed about the situation.
 If the accident is within station limits, note down the condition of points, fixed signals, position of
levers, position of block instrument and SM control.
 Scrutinize as early as possible the train signal register, reply books, PN book and other relevant
records pertaining to the train movement.
 Make a rough sketch showing the position of derailed vehicles, marks on sleepers etc.
 To give fit certificate to the accident involve train up to the next examination point towards
direction of movement.

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Following operating features must be checked while investigating into a derailment:
 Speed of the train just before the accident.
 Uneven load/ shifted load – load in all the vehicles must be checked to get an idea of loading and
lashing/securing of loads.
 Application of brakes.
 Brake power of the train and location of vehicles without brake power.
 Whether all hand brakes are in released condition.
 Sudden reversal of points.
 S&T failure reported before the accident – how and when was it set right?
 The position of loose components wherever found.
 Whether the engineering staff was on work.
Wheel marks, points of mount, flange travel mark on the rail, point of drop and other damages to
sleepers, rails and other fitting

DERAILMENT
Definition: -Derailment means off loading of wheel/wheels causing detention to rolling stock/[Link].
Classification:Derailment classified in ‘D’ class accident. It is further classified as –
D-1- Derailment of a train carrying passenger resulting loss of human life/Hurt or damage to railway
property of the value exceeding Rs.25,00,000/- or interruption of communication for at least 24
hrs.
D-2- Derailment of a train not carrying passenger resulting loss of human life/Hurt or damage to railway
property of the value exceeding Rs.25,00,000/- or interruption of communication for at least 24
hrs.
D-3- Derailment of a train not falling under D-1
D-4 - Derailment of a train not falling under D-2
(The loss of the property is more than the threshold value.)
D-5 - Derailment of a train not carrying passenger, not falling either D-2 or D-4
D-6 Other derailments occurring in shunting, marshalling in yard, loco yard and siding but not
involving a train.
Categories: There are two broad categories of derailment
Sudden derailment – Instant dismounting of wheel from rail
(i) Gradual Derailment – Gradual climbing of flange on the rail.
Sudden derailment – When derailing forces are high on a wheel it may suddenly jump off from the rail
table and the rolling stock derails. In this case no flange mounting marks are available on the rail table.
However the wheel drop marks can be seen on ballast or sleepers.
The possible causes for sudden derailment are –
(i) Sudden shifting of load
(ii) Improper loaded vehicle
Gradual Derailment: The forces acting on the rail & wheel contact are
(i) The weight of the vehicle transmitted by the wheel on the rail which keeps the vehicle on the track
When the wheels of the vehicle roll parallel to the rail there is no angularity, when there is positive
angularity the conditions creates the chance of derailment.

221
Derailment Mechanism: Nadal has derived the formulae as
follows –
Y = R sin β - µR cos β
Q= R cos β + µR sin β
So, Y/Q ≤ tan β - µ /1+ µ tan β

Cause of Derailment: The cause of derailment can be largely

classified into following two major categories –
(i) Equipment failure
(ii) Human failure
Apart from the above cattle run over, sudden falling of boulders, trees etc.
on the track, sinking of track also may be the cause of derailment of rolling
stock which do not require thorough investigation.
Derailment occurred due to one or more of the following factors –
a) Operational factors (b) Track
(c) Rolling stock (d) S&T
(e) Others

(a) Operational factors:-

Speed – (I) The exceed speed of train creates more lateral forces on the flange there by creating the
chances of derailment.
Loading – Excess loading may leads to derailment of a vehicle as the wheel may float off due to excess
loading.
Wrong marshalling – Empty stock if marshaled in between two loaded wagon may cause the derailment
Operating –
i) Improper setting of point during shunting operation
ii) Undetected obstruction between toe of switch and stock rail
iii) Improper train operation i.e. sudden application of brake causing bunching and off loading of wheel
Track Investigation:
(1) If point of mount is known.-the track length should be taken for measurement:- 45 m. In rear side of
the point of mount & 45 m in front side of the point of mount.
(2) If point of mount is unknown/ disputed.- 90 m. In rear side of the point of mount & 45 m in front side
of the point of mount.
Point of mount :- The first wheel flange climb marks found on rail table is known as point of mount.
If there is more than one point of marks found on rail table
The rear most 1st point of mount mark will be treated as actual point of mount. no any point of mount is
found in case of sudden derailment.
Point of drop:- The wheel flange drop marks shown on rail table is known as point of drop.
In case of gradual derailment, the point of mount &point of drop both are found on rail table .but in case
of sudden derailment only point of drop is found.
Track parameters which to be recorded
(1) Track gauge:-The distance between two running rails is known as track gauge. the track gauge
should be measured 13mm below from the top of the rail.
Track gauge should be :-
(i) on straight track - 1676±6mm.
(ii) up to 5 degree curve - 1676 ± 15/ - 6 mm.

222
(iii) above 5 degree curve - 1676 + 20/ - 0 mm.
(2) Cross level :- The variation in top level of the both rails on same point on straight track is known as
cross level..cross level is always measured on left rail in reference to right rail as per direction of
the train.
Permitted cross level is - 13mm/station.
(3) Twist:The variation in two continuous cross levels is known as twist. or
The algebraic variation in two continuous cross levels is known as twist. It is always measured in mm/m.
For example. ---- if cross level on station is +5mm and on station 2nd is 5mm,
Then twist will be:-
Twist = (+5) - (-5)/ 3 or (+5) +(5)/3 =10/3 or 3.3mm/m.
The allowed twist:-
On straight and circular curve - 2.8 mm /m.
On transition curve - 1.0 mm/ m.
A class track (160 KMPH) – 1.37 to 1.41 mm./M
B class track (130 KMPH) – 1.41 to 1.78 mm/M
C class track (100 KMPH) – 1.78 to 2.41 mm/M
D class track (Main Line) – 1.78 to 2.41 mm/M
E class track (Branch line) –2.41 to 2.78 mm/M
(4) Cant or super elevation:To maintain the centre of gravity or to neutralize the effect of centrifugal
force, the outer rail on curve is lifted in respect to inner rail, is known as cant. Or
The lifting of outer rail in reference to inner rail on curve on same point is known as cant or super
elevation.
Cant is always measured on outer rail in mm.
The max. Cant allowed in Indian Rly B.G. Is – 165mm.
For A &B class track – 165 mm.
For C,D &E class track – 140 mm
Variation in cant is possible due to :-Cant deficiency orCant excess.
Max. Cant deficiency permitted -75mm (gen).
100mm (in spl. case).
Max. Cant excess permitted - 75 mm .

Causes of variation in cant

(1) Due to poor maintenance of track by Engg. Deptt. (excess or low cant)
(2) Due to poor engineman ship by the driver. (Excess or low speed)
The equilibrium cant
E = GV2/127R
Where G = 1676+74 mm (gauge + width of the rail)
V= speed in Kmph
R = radius in mtr
(5) VERSINE
The perpendicular distance drown at the centre of chord from the mid point of arc is known as versine.
Versine is always measured on outer rail in mm.
If the versine is measured on 11.8 mtrs chord basis, the allowed variation in versine is only 10mm. Or if
the versine is measured on 20 mtrs chord basis, the allowed variation in versine is only 29 mm. The versine
measured on 11.8 mtrs chord in cm, is tells directly the degree of curve.
VersineV = 125 C2/R
Where C = length of chord in mtr.

223
 R = radius in mtr.
Rail defect
(6) HOGGING:- bending of rail ends at rail joints is known as hogged rail. Allowed max. - 2mm
(7) BATTERING:- wear of rail ends at rail joints is known as battered rail. Allowed max. - 2mm

(8) RAIL WEAR

(i) Vertical wear
For B.G. (a) 60 kg rail---- 13mm
(b) 52---,, ---,,------ 8mm
(c) 90 r ------ 5 mm
(ii) lateral wear
A&B track ---- 8mm
C&D --,,----- -----10 mm
(3) angular wear. – Permitted max. 25 degree
(9) UNEVENNESS:- To be measured on 3.6 m Gen Isolated Chords.
Limit --- On long term basis ---6mm - 10mm
On short term basis ---10 mm- 7mm
(10) STRAIGHT NESS:- To be measured on 7.2 m chords.
Limit --- On straight track ---5mm-- 10mm
On curved track ---5 mm --7mm
(11) CREEP:- Shifting of rail in longitudinal direction due to poor fastening, or due to emergency rake
braking or due to skidding of engine wheel.
(12) BUCKLING:- Increase of rail length due to effect of temperature.
(13) Corrosion
(14) Burning.
(15) Kink.
(16) BALLAST:To provide Cushing & to absorb vibration ,ballast are provided.

Types of ballast :-
(1) CUSHION BALLAST :- depth of ballast below the sleeper.
FOR A cat. Track ---300mm
B&C -,,---- 250 mm
D -- ,,--- 200 mm
E -----,,--------- 150 mm
(2) CRIB BALLAST :- Wet been two sleepers . In the level of sleeper height.
(3) SHOULDER BALLAST:- Heap of the ballast at the end of the sleepers , to minimize the effect of lateral
thrust.
Gen . Should not be less than 150 mm.
SIZE & SHAPE OF BALLAST :- In 50mm size with at least 30% sharp edges

(17) SLEEPER
ROLE Of SLEEPER :- To hold the rails, distributes the load equally and to maintain the track gauge on
prescribed limit.
TYPES Of SLEEPER :- Wooden sleeper, cst-9 , iron sleeper & concrete sleepers. Now a days max. concrete
sleepers are being utilized .
SLEEPER DENSITY :- Number of sleepers per kms is known as sleeper density.
(1) If track density is more than 10 GMT:-

224
For A,B,C&D route ------- M+7.
For E ,, ------ M+4
(2) If track density is less than 10 GMT:-
For A,B,C route ------- M+7.
For D & E ,, ------ M+4
Where M is the master length of rail i .e. 13 Mtrs
Means no. of sleepers required in 13 Mtrs length is----- 13 + 7 = 20
for. ---,, ----,,, in 1 Mtr ,,----------------- 20/13 = 1.540.
so that ,,------ in 1000 Mtrs ,, -------- 1.54x 1000 = 1540.

(18) CONDITION OF FASTENERS, & FORMATION: -

During investigation, the condition of fasteners, & formation of track also to be observed for any type of
abnormality.
Rolling Stock
During investigation the following parameters of rolling stock to be taken into account
Wheel
wheel gauge – Wheel gauge to be measured at 4 locations and average OF them will be considered (1600
+2/-1mm.)
Thin flange – A thin flange increase the lateral play between wheel set and track which increases lateral
oscillation (y/Q) / Angularity of wheel (Cond.-16 mm for goods,22 mm for coaching stock).
Sharp flange – Due to sharp flange wheel set can take two roads of slightly gaping point. (Cond. limit-
5mm.)
Deep flange – Deep flange of the wheel may hit the fish plate of rail causing derailment (Cond. Limit – 35
mm.)
Hollow tyre – It increases the conicity of the wheel which reduces the critical speed of the rolling stock and
increase the lateral force (y)
Flat tyre – It can damage the rail due to successive impact and cause high stresses leading to rail fracture
(Cond.- 50mm for coaching stock & 60mm. For goods stock)
Root radius too small – It increases the coefficient of friction between rail & wheel flange which increases
the frictional force causing derailment (Cond. limit – 13mm)
Buffer
Height of buffer from rail level should be within 1105 mm. to 1030 mm.
Buffer projection to be within 635mm.– 584 mm.
Condition of buffer / CBC to be noticed for any crack/worn.
Wagon body – If the wagon is in loaded, the condition of consignment to be observed for over loading /
uneven loading.
S&T –
 Improper setting of point during shunting operation
 Undetected obstruction between toe of switch and stock rail
 Approaching signal may be indirect cause of bunching and off loading of wheel
Others :
Other derailments occurring in shunting, marshalling yard, loco yard and siding
Notable points :-
(i) Before investigation first of all 1st derailed vehicle and wheel to be decided and point of mount &
Point of drop to be marked.
(ii) Track measurement to be taken on loaded condition

225
 (iii) There is no need of measurement in case of train wrecking and sabotage
In any case of derailment, observations to be made jointly by Sr. subordinates of different departments
like CWI, SLI TI, PWI and representative of S&T department. A rough sketch of site to be prepared After
then they will prepare a joint note mentioning the followings
1. Subject 4. Conclusion
2. Brief history 5. Responsibility
3. Observations
The joint note will be duly signed by all the nominated subordinates. If any point mentioned in the joint
note not agreed by anybody he will submit dissent note by mentioning the logical points and copy of the
same will be given to all of the signatories. After getting the dissent note others will submit their rejoinder.
PURPOSE OF ENQUIRY &TYPES OF ENQUIRY
Any occurrence which does or may affect the safety of the railway, its locomotive, rolling stock, permanent
way, passengers or railway servants or which affects safety of others or which does or may cause delay to
trains or loss to the railways is termed as accident.
Purpose of an Enquiry:-
 To ascertain cause of an accident.
 To formulate proposals for preventing a reoccurrence.
 To ascertain if any inherent defect in the system of working or in physical appliances such as, track,
rolling stock & other working apparatus.
 To ascertain negligence or avoidable delay in relief & restoration.
Need of an Enquiry
 Provision of section 113 of railway act 89.
 Any accident attended with loss of any human life, or with grievous hurt, as defined in the IPC (45
of 1869), or with such serious injuries to property as may be prescribed.
 Any collision between trains of which one is a train carrying passengers.
 The derailment of any trains carrying passengers, are of any part of such train.
 Any accident of a description usually attended with loss of human life or with such grievous hurt as
aforesaid or with serious injury to property.
 System working suspected defective.
 Railway staff responsible-prima facie or on police report.
 Cause of accident is not clear.
 On advice of CRS.
 Railway administration’s decision.
Types of Enquiry
1. Commission of Enquiry
 Appointed by central government under commission of enquiry act 1952.
 Commission has powers of a civil court.
 Its findings are not binding on govt.
 Such type of enquiry is very rare.
2. Commissioner of Railway Safety Enquiry
 It is an independent agency, constituted under provisions of Section 113 of The Railway Act 1989.
 Such enquiry is obligatory in cases of-
1) Loss of human life as defined in IPC.
2) Serious damage to railway property.
3) Accident at unmanned level crossing only if loss of life/ grievous injury of passenger involves.
4) Any other accident-at his discretion.

226
 CRS can summon and enforce attendance of any person it can examine and receive evidence
under oath. It can requisition any public record or copies thereof from.
 CRS ENQUIRY is not obligatory if passenger travelling in the train is not affected and no
passengers are hurt at level crossing accident.
 CRS enquiry withheld in case of constitution of commission of enquiry by Central Govt.
 Final report copy is sent to Railway Board, Railway Administration concerned, and Director
IB-Ministry of Home. Affairs in case of sabotage.
3. Magisterial / Judicial Enquiry
 DM or any other magistrate appointed by state govt. may make an enquiry.
 No enquiry if commission of enquiry or any other authority nominated by central govt.
 Magistrate may order judicial enquiry for trial of any person criminal offence.
4. Joint Enquiry
 It can be at SAG, JAG, Sr. scale, Jr Scale or Sr. subordinate level.
 Enquiry committee has representatives from traffic, civil, mechanical, electrical, S&T etc.
 Committee is nominated by DRM/GM Depending upon the level.
Joint enquiry may be dispensed with if:
a) CRS enquiry is ordered.
b) Any other agency is appointed by central govt.
c) There is no reasonable doubt about cause of accident.
d) Any one of the departments has accepted the responsibility.
In case of c & d above, departmental enquiry is to be held
Proceedings of joint enquiry
 Conduct enquiry proceedings carefully.
 President of enquiry to warn all the witness against the untruthful all false statements.
 Certificate signed by the president to be forwarded with proceedings.
 Simple language in logical order.
 End of statement to be certified as “Read “accepted and correct or” Read”, explained, and
accepted as correct.
Documents to be accompanied with proceedings
 Title page and particulars of accidents.
 History of accident.
 Description of the site if the accident.
 Sketch of the site of the accident.
 Findings , and reasons for conclusions
- clear, brief, and to the point
- indicate cause of accident, rules violated,
- taff held responsible
 Note of dissident, if any.
 Reading of track, engine, wagons/ vehicles.
 Recommendation of the enquiry committee.
 Statement of witness with a list, and analysis of evidence.
 Plan of accident site and or other drawing in case of serious accidents.
 List of passenger, railway employee killed or injured.
 List of damages to loco, R/stock, track, OHE,S&T with estimated cost
 Relevant extract from train register log book, station diary, guard rough journal.

227
 Date of start and finalization of enquiry.
 Photograph of the site of serious accident.
 Note on serious or important discrepancies.
 Bio-data of staff held responsible.
 Relief and restoration.
 All the documents to be signed.
5. Departmental Enquiry
The departmental enquiries shall be ordered by DRM. The proceedings of departmental enquiry
shall be drawn up in the same from as those prescribed for joint enquiries and the rules in regard
to the conduct of joint enquiries shall apply to the conduct of departmental enquiries, in so far as
they are applicable.
As per railway board latest instructions, following guidelines should be followed for accident
enquiries by railways:-
i. All serious accident shall be enquired into by the Commissioner of Railway Safety.
ii. In case CRS or CCRS is not in position to inquire into serious accident cases the inquiry shall be
done by JA grade inquiry committee with DRM as the accepting, authority subject to the review by
CSO.
iii. All the cases of collision falling under A1 to A4 categories shall be inquired into by committee
SAG officers with GM as the accepting authority unless same is being inquired by CRS.
iv. All other consequential train accidents except Unmanned Level Crossing Accidents shall
inquired into by a committee of JA grade officers and in its absence by branch officers. DRM shall
be accepting authorities for these inquiries subject to the review by CSO.
v. Consequential Unmanned Level Crossing accidents and all other train accidents shall be
inquired into by a committee of Senior Scale or Junior Scale Officers as the decided by respective
DRM with DRM as the accepting authority.
vi. All yard accidents shall be inquired into by a committee of senior supervisors with Sr.
DSO/DSO as accepting authority.
vii. All cases of indicative accidents shall be inquired into by a committee of Senior or Junior Scale
Officers with DRM as the accepting authority.
viii. GM or DRM can have the inquiry conducted by a committee of higher level of officers then
the above mentioned levels depending upon the seriousness of the accidents.
ix. In accident cases wherein the Inquiry Committee determines responsibility on the State
Foreign Railway, the inquiry report should be put up to the PHOD of the concerned department of
the railway on which the accident took place through CSO after which such inquiry report shall be
accepted by the AGM (instead of DRM). Finalization of Inter Railway DAR cases arising out of such
inquiry reports followed up by the PHOD of the concerned department of Railway on which the
accident took place. If suitable response is is not received from respondent Railway at GM’s level,
then the case should be referred to Railway Board.
x. All case of equipment failures shall be inquired into by senior Supervisors/Supervisors of
respective departments.
xi. All inquiries will be ordered by the concerned DRM except for enquiries into collisions as per
item (iii) as above wherein GM will order the inquiries.

228
Schedule of procedure of completion of accident enquiry at zonal railway level
Following target dates have been given by Board of prompt finalization of enquiry:-
Ordering inquiry by DRM/GM D+1
Commencement of Enquiry D+3
Submission of Preliminary report D+7
Acceptance of inquiry report by GM/DRM D+10
Finalization of inquiry report by CSO/AGM D+15
Submission of inquiry reports D+20
Finalization of accident cases D+90
*D-Date of accident
Time limits prescribed above are the maximum period of time. Railway should make efforts to
finalize the enquiry report and D&AR action as early as possible but not beyond the prescribed time limits.
Preservation of Records
Accidents of class A & B - 5 Years
Accidents of class C - 3 Years

ART AND ARME

Introduction: Accidents and Disasters are unpredicted and unavoidable. Indian Railway has its own
mechanism to deal with rescue and restoration work during accidents and disaster is ART & ARME.
Accidents:Any unusual which effects the safety and transportation of Railway in form of damaging rolling
stock, permanent structure and serious injuries / causalities to the Railway passengers / Railway staff is
known as Rail accidents.
Any accidents involving more than 100 injuries should be termed as disasters.
Disasters: Disasters in Railway context is defined as a major accident leading to serious casualties and
long duration of interruption of trains.
Disasters caused byHuman and equipment failures. i.e.. Collisions, Derailments, Fire, Natural calamities,
Sabotages.
ART- ACCIDENT RELIEF TRAIN
At present there are 174 ARMVs and 184 ARTs stationed at strategic locations over Indian Railway system
CLASSIFICATION OF ART.
 A class
 B class
 C class
 Other types of ART
 SPART (Self propelled ART)
 Road ART (Modified road vehicle)
Composition of A class ART
1. 140 ton Crane with Match truck.
2. BCNHS (For Engineering and C & W Materials)
3. BRNHS (For Rails & Wheels)
4. RT (Staff car)
5. RT (Officers car)
6. RT (Packing van)
7. RT (Equipment van)
8. RT (HRE & Power van)
9. RT (Crane tool van)

229
Composition of B class ART
1. BCN (For Engineering and C & W Materials)
2. BRN (For Rails & Wheels)
3. RT (Staff car)
4. RT (Packing van & OHE van)
5. RT (Equipment van)
6. RT (HRE & Power van)
7. RT (Tool van)
Composition of C class ART
1. RT (Brake down van)
ARME- Accident Relief Medical Van
Classification of ARME
1. Scale 1 ARME: Scale Equipments are stored in special medical vans stabled in separate sidings.
Medical Van (RH), have operation theatre & medical equipments.
Auxiliary Medical van (RHV) have all rescue equipments i.e. HRD( cutting equipments), S & T and
Electrical equipments.
2. Scale 2 ARME:Equipments stored in special rooms on platforms.
Authorities to order ART & ARME:- CME, CMPE, [Link], DME
Codes for accident alarm siren / hooter
 Two hooters each of 45 seconds duration with 5 sec. interval indicate ART required at home
stations.
 Three hooters each of 45 sec duration with 5 sec. interval indicate ART required at out station.
 Four hooters each of 45 seconds duration with 5 sec. interval indicate ART& ARME required at
home station.
 Five hooters each of 45 seconds duration with 5 sec. interval indicate ART & ARME required at out
stations.
 One long hooter of 90 seconds duration indicate cancellation of ART & ARME.
TURN OUT TIME & SPEED
 Turn out time of ART in day 30 minutes.
 Turn out time of ART at night 45 minutes
 Turn out time of ARME with double exit 15 minutes.
 Turn out time of ARME with single exit 20 minutes.

230
List of tools & equipments on class A & B ART
1. Generator & electrical equipments
2. illumination
3. Oxy cutting equipments
4. Compressor pneumatic tools
[Link] Re railing equipments
6. Jacks
[Link] ropes, slings & shackles
8. Chains, slings & wooden packing
[Link] mechanical equipments
10. Fitters tools
[Link] tool

12. Measuring instruments

[Link] & grease
14. Locomotive spare parts
15. C & W spare parts
16. Engineering tools
17. Fire fighting equipments
18. Medical equipments
19. S&T equipments
[Link] & Manuals
21. Records
[Link] & Videography

SPEED
Existing speed of ART - 75 kmph
Pro posed speed of ART - 100 kmp
Existing speed of ARME -100 kmph
Proposed speed of ARME -140 kmph
140 T CRANE
 140 ton crane is available with A class ART
 There are two types of 140 T crane in IR
o 1. Jessop 2. Gotwal
 All cranes are self propelled at a speed of 30 kmph.
Books & Manuals Reqd. in ART
1. Transportation manual
2. Accident manual
3. G & S R
[Link] part 3 & part 4
5. Telegraph code book
6. First aid manual
7. Safety first instruction book
8. Rules for working of crane
9. Working time table.

231
Sequence of Movement Of ART&ARME To The Accident Site
 ARME
 ARME from the other end
 ART
 ART from the other end
 Additional brake down special
 Special train carrying GM & other officers
 Unaffected portion of accident involved train if possible
 Empty coaching special for clearing passengers.

Duties of Mechanical Dept.

1. Ensure marshalling of ART according to site requirement before moving to accident site.
2. Ensure OHE power supply switched off before commissioning rescue/restoration work.
3. Toppling those coaches whose searches has been completed.
4. In case of suspected sabotage, ensure minimum interference to clues.
5. Extricating injured passengers and dead bodies from coaches.
6. Take assistance from other dept.
7. Maximum number of coaches to be tackled simultaneously.
8. Road crane to be arranged to assist 140T crane.
9. Examined unaffected and re railed rolling stock and certify their fitness for further movements.

IRCA- INDIAN RAILWAY CONFRENCE ASSOCIATION

NTXR Examination of coaches & wagons:

Introduction: - Railway is the safest mode of transporting passengers & freight from one place to
another place. It is essential to improve its reliability for this purpose Railway has established IRCA
department at NDLS in year 1903 its organization as below:-

President (GM Northern Railway)

General Secretary (JA grade officer Traffic deptt.)
Neutral control officer (senior scale officer Mech. Deptt.)

ANCO (Mumbai) ANCO (Kolkata)

NC SSE /JE (MECH.) NC SSE /JE (MECH.)
(At W/S, Sick line/yard) (At W/S, Sick line/yard)
Technicians / Helpers Technicians / Helpers

232
 Pattern of neutral TXR examination:
NTXR Examination of coach / wagon / train is carried out in two stages:
Pre. Billing: - After placement of coach / wagon in sick line / yard / w/s:-
1. Railway supervisor will protect the line.
2. Before maintenance /repair NTXR with staff will examined the wagon /stock and will mark all the
defects by chalk on defective components for maintenance /repair.
3. Marking of defects will be according to IRCA Rule book part III & IV chapter IV.
4. Recording of wagon /coach no., POH, P/D, B/D, & defects will be in billing form provided by
concern depot.
5. During course of maintenance / repair NTXR will monitor for shortcut method / work practices.

Final billing:-
1. After maintenance / repair of coach / wagon railway TXR will offer the coach /wagon for
inspection to NTXR to give fit for traffic use.
2. After getting offer memo from railway TXR, NTXR along with staff will examine the wagon and will
ensure that there is no any reject able defects according to IRCA Rule book part III & IV chapter IV.
3. After ensuring the there is no defects NTXR will issue fit memo to CYM and railway TXR for traffic
use.
4. Off coach /wagon is not fit according to IRCA rule book part III & IV. Same will be detained by
NTXR.
5. Railway TXR will again repair the left over defects and after re attention railway TXR will re-offer
the wagon /coach to NTXR for fitment of wagon / coach after fitment by NTXR it will be utilized by
traffic department.

AIM:
 To upgrade the maintenance quality of rolling stock (carriage & wagon).
 Rate fixing and preparation of passenger ticket and goods charges.
 To dissolve the operational dispute between two interchanging point.
 Pre & final examination during POH &ROH to be carried out by neutral TXR (IRCA) and final fit
memo to be issued to the concerning officer of the w/shop or sick line.
 Repair cost during POH & ROH & Other repair of carriage & wagon to be assess & repair cost sent
to railway board.
 Suggestion and rake assessment of amount paid by commercial department. On account of
railway claim to be service time to time and proposal sent to railway.
WORK:
 Mechanical deptt. : Final fitness of off POH / NPOH, off ROH & other wagon lying in sick line/ work
shop for miscellaneous defects to be issued by IRCA men i.e. NTXR.
 Operating deptt. To dissolve the operational dispute between two railways, preparation of time
table etc.
 Commercial deptt: Rate fixing & preparation of passenger ticket & goods stock.
 Accounts: Accountant assessment of the expenditure to be checked by IRCA.
Mechanical Deptt. Concern: IRCA gives out the rules for the standards condemning sizes of various
components used on rolling stock. They also give the guidelines for the maintenance of rolling stock in
workshop and in open line. The rule books used for the carriage & wagon issued for the carriage &wagon
branch of mechanical deptt. are: part III for wagon stock & part IV for coaching stock .

233
 IRCA part III & part IV contain 4 chapters
Chapter Details
Chapter I Definitions
Chapter II Workshop repair practice
Chapter III Maintenance practice in open line
Chapter IV Rejection Rules

मार्शल गिं
;g ,d ,slh izfØ;k gS ftlds ek/;e ls dksp ;k oSxu ds lewg dks bl izdkj O;fLFkr djuk fd laj{kk izHkkfor uk gks ,oa

Hkfo’; esa gksus okyh vu;wty ; nq?kZVukvkas dks jksdk tk ldsA ;g O;oLFkk tgk¡ dh tkrh gS mls ek”kZfyax ;kMZ dgk tkrk gSA

lkekU; rkSj ij fofHkUu fn”kkvksa ls vkus okyh xkfM+;ka tc fdlh taD”ku ij lekIr gksrh gSa rks ogk¡ ij ,d gh fn”kk esa tkus okys

oSxuksa dh NVuh djds ,d Vªsu Qkjes”ku fd;k tkuk gSA ftls ek”kZfyax vkQ Vªsu dgrs gSaA laj{kk izHkkfor u gks Vªsu dk Qkses”ku

djrs le; fuEu fcUnqvksa dks /;ku esa j[kk tkuk vfuok;Z gS &

lokjh@feDLM Vªsu esa cksxh rFkk pkSifg;k LVkd dk ek”kZfyax

1. fu;e ds rkSj ij xkM+h dh lkekU;r% cksxh LVkd ls jpuk dh tk;sxhA

2. fdlh Hkh esy@,Dlizsl Vªsu esa czsd ;ku ds ckn nks lokjh fMCcs yxk;s tk ldrs gSaA fo”ks’k ifjfLFkfr;ksa esa nks lokjh fMCcksa
ds ckn ,d fjtoZ dSfjt Hkh yxk;k tk ldrk gSA
3. tc ,slh xkfM+;ksa esa pkSifg;k LVkd tksM+uk vko”;d gks rks fuEufyf[kr fu;ekas dk ikyu vo'; fd;k tkuk pkfg, %
i nks ifg;ksa ds chp eas vdsyk pkSifg;k fMCck dnkfi u tksM+k tk;sA
ii vkil esa tqM+s nks ;k vf/kd pkSifg;k fMCcksa dks cksmh vkSj fiNys czsd;ku ds chp yxk;k tk ldrk gS fdUrq ,slk rHkh fd;k
tk;s tc fdlh dkj.k o”k pkSifg, dk fiNys czsd;ku ds ihNs tksM+uk lEHko u gks
iii esy rFkk ,Dlizsl xkfM+;
+ ksa esa eky LVkd ugha yxk;k tk;sxkA
iv iSlsUtj xkfM+;ksa esa eky LVkd yxk;k tk ldrk gS ijUrq eky LVkd yxus ij ml xkM+h dh xfr cM+h ykbu ij 75
fdeh@?kaVk RkFkk ehVj ykbu ij 50 fdeh@?kaVk ls vf/kd ugha gksxhA ;fn okgu oSD;we ikbi ;qDr ¼ikbIM okgu½ gks rks
xkM+h dh xfr cM+h ykbu ij 55 fdeh@?kaVk rFkk ehVj ykbu ij 40 fdeh@?kaV k ls vf/kd ugha gksxhA blds fy,
yksdkik;yV dks ,d lrdZrk vkns”k tkjh fd;k tk;sxk fd og mi;qDr xfr lhek ls vf/kd xfr ls u pysA
v eky LVkd dks batu ds Bhd ihNs tksM+uk pkfg, fdUrq oSD;we ikbi ;qDr okguksa ¼ikbIM okguks½a dks fiNys czsd;ku ds vkxs
tskM+k tkuk pkfg,A
vi xkM+h ijh{kd lHkh dksfpx vkSj eky ^^vuqj{k.k^^ rFkk ^fQV Vq ju* LVs”kuksa ij lokjh xkfM+;ksa esa tksM+s x;sa lHkh eky LVkd
dh tk¡p djsx
a sA

234
ekyxkM+h dh ek”kZfyax %&
1. ftu fMCcksa esa dofjax dh vko”;drk gS dofjax vo”; tksM+k tkuk pkfg,A
2. nks cksxh okgukasa ds e/; pkSifg;k okgu ugha tksM+k tkuk pkfg,A
3. vfUre czsd oku ds ihNs pkj pkSifg;k fMCcs ;k nks cksxh okgu yxk;s tk ldrs gSaA blds vfrfjDr ,d fujh{k.k ;ku Hkh
yxk;k tk ldrk gSA ¼l-fu-4-24@2½
4. ;fn eky xkM+h esa dksbZ ikBIM oSxu tksM+ fn;k x;k gks rks ml xkM+h dh xfr cM+h ykbu ij 55 fdeh@?kaVk rFkk ehVj
ykbu ij 40 fdeh@?kaVk ls vf/kd ugha gksxhA

[krjukd inkFkZ ;k ck:n ls yns fMCcksa dk ek”kZfyax %&

¼d½ lk/[Link];k %& ¼i-fu-11004½
1. ,d ekyxkM+h esa fcLQksVd ls Hkjs vf/kd ls vf/kd 5 pkSifg;k eky fMCcs mfpr dofjax nsdj yxk;s tk ldrs gSaA
2. esy@,Dlizsl rFkk lokjh xkM+h esa dksbZ Hkh foLQksVd oku ugha yxsxkA
3. feDLM xkM+h esa vf/kd ls vf/kd 3 foLQksVd oku ¼ftu lsD”kuksa ij eky xkfM+;ka ugha pyrh gSa½ mfpr dofjax nsdj yxk;s tk ldrs
gSaA

¼[k½ vkikr dky esa %&

1. mfpr dofjax nsdj ekyxkM+h esa vf/kd ls vf/kd foLQksVd oku ds 8 fMCcs yxk;s tk ldrs gSaA
2. lokjh xkM+h ¼iSlsUtj½ esa 2 fcLQksVd okub ¼ftu lsD”kuksa ij eky xkfM+;ka ugha pyr gSa½ yxk;s tk ldrs gSaA ftuds vkxs vkSj ih Ns
rhu&rhu ,Sls eky fMCcs tksM+s tkus pkfg, ftuesa fclQksVd ;k vU;Toyu”khy eky u gks] fdUrq tgka yksM dh dfBukb;ksa ds dkj.k
fdlh Hkh vksj 3 fMCcs tksM+uk lEHko u gks ogka budsh la[;k ?kVkdj 2 dh tk ldrh gSA
3. fdlh Hkh feDLM XkkM+h esa vf/kd ls vf/kd 4 foLQksVd oku yxk;ss tk ldrs gSaA ftuds vkxs IkhNs rhu &rhu ,sls eky fMCcs gksus
pkfg, ftuesa fcLQksvd ;k Toyu”khy fdLe dk dksbZ vU; eky u gks fdUrq yksM lEcU/kh dfBukbZ ds dkj.k fdlh Hkhvksj 3 eky fMCcs
tksM+uk lEHko u gks rks ogka budh la[;k ?kVkdj 2 dh tk ldrh gSA

lSfud xkfM+;ksa esa %& ¼i-fu-11005½

lSfud Lis”ky xkM+h esa fcLQksVd lSfud vf/kdkfj;ksa ds [Link];kuqlkj batu dh d’kZ.k] {kerk rd eky fMCcksas dk d’kZ.k fd;k tk ldrk
gSA
fofHkUu izdkj ds fMCcksa esa nh tkus okyh dofjax bl izdkj gksxh %&

fuEu pkVZ esa dofjax pkSifg;k okgu esa dh x;h gS

Øe la fooj.k batu ls czsd;ku ls lokjh fMCcs ls

1 fcLQksVd ;k rhoz Toyu”khy 1 3 3
2 xSlas ¼rjy½ 2 2 2
3 pkjk] Hkwlk] lw[kh ?kkl [kqys oSxu esa 1
4 tkuojksa ls yns fMCcs] eksVj oku ] gklZ ckDl 5
5 [krjukd inkFkZ ØsVksa esa [kqys oSxu esa 10 3 3
6 yhd djus okys isVªksy VSad dh “kafVax ds le; 10
7 eksVj oku fefyVªh Lis”ky 2
8 Timber, Fire Wood, Charcol, Jute, Pressed Cotton tc [kqys &
oSxu esa yksM gksA

uksV %&foLQksVd okgu ,oa xSl okgu ds chp 3 ¼rhu½ pkSifg;k okgu dh dofjax nh tk;sxhA

235
 WILD ( WHEEL IMPACT LOAD DETECTOR)
Wild is an electronic system laid or installed on a level straight track to get the datas of wheel defects and
under gears defects of a running train. The speed of the train should not be less than 30 Kmph to get the
proper result. The instrument was first developed by RDSO Lucknow in collarabation with IIT Kanpur and
commissioned at Ajgain of Lucknow Division.
After several test drives and trials RDSO gives approval of it’s use in Indian Railways in 2007.
Approx. cost of one WILD System is Rs 77 Lakhs.
Now there are few companies who manufacture and commission WILD on turn key basis. These
companies are authorised by RDSO Lucknow.
WILD GIVES ALARM SIGNAL FOR FOLLOWING DEFECTS:
1. Shell tread
2. Snubber spring broken.
3. Coil spring weak
4. Friction liner broken/Welding open
5. PU/CC Pad Shifted /Perished/ Pressed
6. Bolster tilted one side.
7. Uneven loading.
8. CC Housing broken.
9. EM pad pressed.
10. Axle box canting.
11. Skid marks etc.

BASIC SELECTION CRITERIA OF WILD SITE

1. The system will be installed on straight and level track of minimum 250 m length including road
approaches to the sites.
2. There should not be any permanent speed restriction at the site of WILD system.
3. There will be no fish plated joint within 13 m on either side of the instrumented portion of the
track.
4. The rail section should be 52 Kg/m or 60 Kg/m with flat foot laid on pre-stressed concrete (PSC) ,
sleepers at60-65 cm spacing with elastic fastening viz. pandol clips, or rubber grooved sole and
clean ballast cushion of 250/300 mm.
5. The site will not be very close to any station or at the approach of a signal to avoid acceleration or
braking over the instrumented rails.

236
 6. There should be provision of reliable 230 V + 10% single phase electric power supply arrangement
near the site for easy supply connectivity.
7. Advance sanction of funds is to be arranged for recurring expenditure of WILD system from 1 year
of its Installation to avoid long breakdown time.
8. Site should have good GSM network connectivity for sending the reports of trains.
9. Proper locality to safe guard the system from theft or untoward activities.
CONSTRUCTION & WORKING

1. There are total 36 channels for sensing and recording of wheel impacts on rails.
2. Each rail have 18 channels.
3. Each channel have following gadgets in it’s circuit.
A) Strain gauge (fixed on rail)
B) Receiver circuit. C) Processor circuit.
D) Modules(36 Nos. for 36 Channel)
4. All the above things are properly connected by neat PCB and wirings. Whatever shock or impact
recorded to strain gauge in sent to receiver circuit is further processed and finally get stored in the
modules.
All these above operations are done at the site control room.
5. Now the report saved in the modules are sent to the concerned C & W control of the division
through internet using 3G modem. Finally report are seen on the monitor of C & W control.
6. In the report the impact of each wheel of the train on left rail as well as on right rail are shown.
7. The signal given by the WILD system have 3 modes:
A) Normal ( less than 2.5 ILF )
B) Maintenance ( 2.5 to 3.5 ILF )
C) Audio visual critical alarm ( 3.5 ILF and above )
Components of WILD
[Link] Tracks [Link] time Embedded controller
[Link] conditioning unit [Link] Load Analyzer Software
[Link] Trigger Sensor [Link] data transfer
[Link] back up [Link] Setup

237
How Does it Work
• Each channel produces a portion of load profile for all the wheels.
• Accumulating all the data, a complete load profile of the wheel is obtained.
• The maximum load detected by the channels is primarily used to flag the defective axle/wheel.
How does WILD system flag defects
• WILD system flags the defects purely based on the impact load measured.
• The limits are set by the RDSO/Railway Board
• Current limits
• >/=20T Maintenance alarm or ILF >/=2.0 ~ <4.5
• >/=35T Critical alarm or ILF >/=4.5
• The system however features a facility for the end user to set the limits as well.

ATTENDING THE TRAIN

1. If the signal is normal, it means the train is O.K.
2. If the signal is maintenance, it means the train – can continue it’s journey but needs attention.
In this case message is given to the primary maintenance depot of the destination station for
further action.
3. If the signal is Audio visual critical alarm.
In this case the train should be stopped at the next TXR point and get the affected coach/wagon
thoroughly examined .

238
 Dy = Dynamic

Wheel Slide Protection System

Wheel side protection system is a assembly of Electro Pneumatic based equipments. It is provided in LHB
coaches with axle mounted disk brake system, which makes the braking system more efficient. This
system provides protection from Skidding/Locking of individual axle & avoids detachment of coach due to
flat places on tyre during run.

239
Main Component of WSP
WSP system is consisting of following components.
1. Speed sensor
2. Phonic wheel
3. Microprocessor
4. Dump valve
5. Pressure switch

Presently Railway is using three

makes of microprocessor i.e. are as under:

1. M/S KNORR BREMSE INDIA LTD.

2. M/S KNORR PARRIZI INDIA LTD.
3. M/S FAIVELEY INDIA LTD. (EARLIER KNOWN AS M/S SABWABCO.
Working System of WSP
The Basic Principle of working is to deduct variation in revolution among all four wheels by
microprocessor. When variation in revaluation more than 10% takes place on same coach wheels due to
brake binding/Locking of bearing during running of train. There are the possibilities of
SKIDDING/SLIDING/LOCKING of individual axles.
The WSP system is used to control the brake cylinder pressure in case of skidding, etc.
Speed Sensor detects the speed of the wheel and sends signals to the processor unit.
The processor unit evaluates the received signal from the speed sensor and generates a signal for the
dump valve to control the brake cylinder pressure in case of skidding, etc.

240
Testing Processor of WSP
1. Initially with no pressure, the WSP processor in all the coaches should be OFF. If any processor is
in ON condition, there is problem in any of pressure switch, wiring or K-05 relay. Attend the
same.
2. Start the BP & FP pressure. The processor should automatically ON when BP pressure reaches 0.2
to 0.5kg/cm2in M/s KNORR WSP system & when FP pressure reaches 1.5 to 1.7 kg/cm2in M/s FTIL
WSP system.
3. Check & attend for loose/proper fitment of WSP components like speed sensor, junction box,
dump valve, dump valve connector & pressure switch.
4. Drop the BP pressure by 1.6 kg/cm2, brake should apply in all the coaches. Now check the WSP
processor for correct reading ‘99’ on the electrical panel inside the coach. If the reading shows
‘99’, it means that the WSP system is OK. Operate the test button on the processor to check the
proper working of dump valves. The dump valve should operate in a sequence & pressure should
be exhausted from brake cylinder. If the dump valve is not operated in proper sequence attend
the same. Similarly, check & attend the WSP system of all the coach. All the WSP system should be
in operating condition in the rake.
Live Model of FIAT Bogie with WSP System

TESTING PROCEDURE (FAIVELEY)

STEP 1: DIAGNOSTIC OF FAULTS
As PUSH BUTTON 1 is pushed & the code displayed is different to 99 (ie.95 or 72 or 73)or the system is
switched off.
The CPU will switch on & by pressing the push button 1 for minimum 3sec, the faults can be displayed.
THE FOLLOWING FUNCTIONS ALSO TAKE PLACE:
Indication “88” for 3 sec (7-segment LED test)
Indication of all faults in a sequence of 3 sec.

241
STEP 2: TEST
To test the system, PUSH BUTTON 2 (Test) to be pressed for at least 3sec. The indication “89” appears and
following functions take place.
All the brake cylinders of axles 1 - 4 are vented in succession. The correct alignment of dump valve and
speed sensor of all the axles starting from axle 1 is checked. Any failure in this will result in inaccurate
axle- speeds, it is because of false pressure values are set in the dump valves.

STEP 3: CLEARING OF FAILURE MEMORY

By pressing the push button 3 for minimum 3 sec, the following function takes place
 Indication of “clr”.
 Clearing of all historical faults.
STEP 4: DOOR TEST (NOT IN USE)
STEP 5: KILOMETER COUNTER
By pressing the push button for minimum 3 sec, the distance will be shown on the display. The distance
value shown with 8 positions and is divided into two parts. At first, most significant part is shown on
display followed by the least significant part.

Note:
The axles are measured as 1 & so on from opposite side, where the microprocessor is fitted.

TESTING PROCEDURE (KNORR BREMESE)

STEP 1 - “VALVE CONTROL” TEST RUN
 By pressing the key “S2” on MMI for about one sec, the valve control test run starts.
 The display will show “8888” for the first three seconds & then switches to “89”.
 Faults found by the test are displayed at the end of the run.

242
  Volatile faults that have occurred at some time on the move and disappeared again in the
meantime (e.g. loose contacts), are displayed as number “95”.
 After the test run has been completed, the code “99” is again shown on the display.
 All the brake cylinders of axles 1 - 4 are vented in succession.
 The alignment of anti skid valve and speed sensor of all the axles starting from axle 1 are checked.
Any failure will result in inaccurate axle speeds being measured which causes false pressure values are set
in the anti skid valves.

FAULT MEMORY
Retrieving faults from memory
The display return code “99” if the fault memory is empty & no keys are pressed. The display shows code
number “95”, if any volatile faults are in memory. Press key “S1” to start the query. To begin with, the
display reads “8888”. All current faults are displayed for three seconds each. The display subsequently
reads “95” & then shows the volatile faults.
Erasing faults from memory
The fault memory is erased when the erase key “S3” is pressed for about one second. However, persistent
faults will be entered instantly again in the fault memory.
Service Terminal:
An interface PC can be connected with port on MMI RS 232 for monitoring diagnostic output of the
system.

243
DEFECTS CODE FORKNORR BREMSE MAKE WSP DEFECT CODE FOR FAIVELEY MAKEWSP

244
 APPENDIX – I

Revised Scheme for marking Return Date to Work Shop ( Freight Stock)
[Link] Residual Life Maintenance Month of Return date
( Years) Schedule to be dispatch from
‘R’ given Workshop
1 More than 4 POH a a+4 years
years
2 3 or 3<R<4 or 4 POH a a+R (i.e end of codal life)
3 R<3 ROH a a+24 months
The above table covers BOXN wagons
1 More than 4.5 POH a a+4.5 years
years
2 3 or 3<R<4.5 or POH a a+R (i.e end of codal life)
4.5
3 R<3 ROH a a+24 months
The above table covers BRN wagons
1 More than 4.5 POH a a+4.5 years
years
2 3 or 3<R<4.5 or POH a a+R (i.e end of codal life)
4.5
3 R<3 ROH a a+18 months
The above table covers BOX, BCX, BRH, BOXK, BOXKH,BFK,BFKI&BTPH wagons
1 More than 6 POH a a+6 years
years
2 4 or 4<R<6 or 6 POH a a+R (i.e end of codal life)
3 R<3 ROH a a+24 months
The above table covers BCN,BCNA,BTPN,BOBR,BOBRN&BLCA/Bwagons
1 More than 4 POH a a+4 years
years
2 R<4 or 4 ROH a a+24 months
The above table covers BTPGL,BTPGLN, BTAL&BTALN wagons
1 More than 3 POH a a+3 years
years
2 R<3 or 3 ROH a a+24 months
The above table covers BOY wagons
1 More than 3 POH a a+3 years
years
2 R<3 or 3 ROH a a+18 months
The above table covers BOBX & BOBS wagons
The wagons having POH periodically less than 3 years should be undertaken for ROH in case the residual
life is less than one POH cycle and return date may be marked as ‘a’ + ROH periodicity is the month of
dispatch from workshop.

245
 APPENDIX – II
TRANSPORTATION CODES FOR COACHES
[Link] Transportation Details
code
1 W VESTIBULE
2 G SELF-GENERATING
3 S SECOND CLASS
4 F FIRST CLASS
5 L LUGGAGE VAN
6 R GUARD BRAKE VAN
7 Y LADIES COMPARTMENT
8 J ICE COMPARTMENT
9 Q ATTENDENT
10 D VENDORS COMPARTMENT
11 P POSTAL VAN
12 U KITCHEN
13 CB PANTRY CAR
14 CD DINING CAR
15 CN SLEEPER CLASS THREE TIER
16 CW SLEEPER CLASS TWO TIER
17 CZ CHAIR CAR
18 CT TOURIST CAR
19 AC AIR CONDITIONED
20 FC FIRST CLASS WITH COUPE
21 FF UPPER CLASS
22 SC SECOND CLASS WITH COUPE
23 GS SECOND CLASS WITH SELF GENERATING EQUIPMENT
24 LL LUGGAGE VAN WITH LAVOTARY
25 JJ REFRIGERATOR COMPARTMENT
26 M MILITARY CAR ORDINARY
27 MA MILITARY CAR AMBULANCE
28 ML MILITARY CAR KITCHEN
29 MF MILITARY FIRST CLASS
30 ART ACCIDENT & TOOL VAN OR RELIEF VAN
31 ARME AUXILARY RELIEF TRAIN WITH MEDICAL EQUIPMENT
32 CT TOURIST CAR
33 CTS TOURIST CAR FOR 2ND CLASS PASSENGERS
34 CZACEN AIR CONDITIONED CHAIR CAR WITH END ON GENERATION
35 ERR FOUR / SIX WHEELER
36 EN END ON GENERATION
37 MN MID ON GENERATION
38 ERU FOUR / SIX WHEELER SELF PROPELLED TOWER VAN
39 FCS FIRST CLASS COUPE AND SECOND CLASS
40 FSCN FIRST CUM II CLASS 3-TIER SLEEPER

246
41 GS SECOND CLASS FITTED WITH SELF GENERATING EQUIPMENT
42 LR LUGGAGE WITH BRAKE VAN
43 NMG NEW MODIFIED GOODS
44 OHE OVER HEAD EQUIPEMNT INSPECTION CAR
45 PPS FULL BOGIE POSTAL VAN
46 RA INSPECTION CARRIAGE (ADMINISTRATIVE)
47 RAAC AIR CONDITIONED INSPECTION CAR
48 RD INSPECTION CARRIAGE (SUBORDINATE)
49 RE INSTRUCTION VAN (MOBILE TRAINING CAR)
50 RH MEDICAL VAN
51 RHV AUXILIARY MEDICAL VAN
52 RK DYNAMOMETER CAR
53 RN GENERATING VAN
54 RR TRAIN CREW AND REST VAN
55 RS STORES VAN
56 RT ACCIDENT AND TOOL VAN OR RELIEF VAN
57 RZ TRACK RECORDING CAR
58 SLR SECOND CLASS LUGGAGE AND BRAKE VAN
59 SMN POWER CAR WITH MID ON GENERATION
60 VP PARCEL VAN
61 VPC PARCEL VAN CONVERTED
62 VPU MOTOR CUM PARCEL VAN
63 VPH HIGH CAPACITY PARCEL VAN
64 WSCZAC VESTIBULED II CLASS AIR CONDITION CHAIR CAR
65 WCD VESTIBULED DINING CAR
66 WCRAC VESTIBULED AIR CONDTIONED TWIN CAR
67 WCTAC VESTIBULED AIR CONDITIONED TOURIST CAR
68 WFAC VESTIBULED AIR CONDITIONED FIRST CLASS

69 WFC VESTIBULED FIRST CLASS

70 WGACCN VESTIBULED SELF GENERATING AIR CONDITIONED THREE TIER

71 WGACCW VESTIBULED SELF GENERATING AIR CONDITIONED TWO TIER

72 WACCW VESTIBULED AIR CONDITIONED TWO TIER

73 WGFAC VESTIBULED SELF GENERATING AIR CONDITIONED FIRST CLASS

74 WGFACCW VESTIBULED SELF GENERATING FIRST CUM AC 2-TIER

75 WGSCN VESTIBULED SELF GENERATING SECOND CLASS THREE TIER

76 WGSCNLR VESTIBULED SECOND CLASS THREE TIER WITH LUGGAGE & BRAKE
VAN

247
77 WGSCZ VESTIBULED SELF GENERATING SECOND CLASS CHAIR CAR

78 WGSCZAC VESTIBULED SELF GENERATING SECOND CLASS CHAIR CAR AIR

CONDITIONED
79 WGSD VESTIBULED SELF GENERATING SECOND CLASS DOUBLE DECKER

80 WLRRM VESTIBULED LUGGAGE CUM BRAKE VAN WITH DIESEL GENERATING

MOTOR CAR
81 WSCZAC VESTIBULED SECOND CLASS AIR CONDITIONED CHAIR CAR

82 WSLRN VESTIBULED SECOND CLASS, BRAKE CUM LUGGAGE AND POWER

CAR

248
 APPENDIX – III
TRANSPORTATION CODES FOR FREIGHT STOCK

Wagons are designated by codes viz. Transportation code and Mechanical code. Transportation
codes are allotted to wagons on the basis of their general classification whereas Mechanical codes are
allotted on the basis of design features. Transportation codes and Mechanical codes used for various
Wagons are as under.

FOR FOUR WHEELER WAGONS

Sr. Transportation Mechanical
Description
No code code
1 Open wagon (coal or general K O
2 Open wagon (military) KM OM
3 Covered wagon (general) C CR
4 Covered wagon with light wt. Tr. Type CBC CRT CRT
5 Covered wagon, Horse or Cattle CA CMR
6 Covered wagon (Explosive) X CE
7 Brake van (ordinary) V BVG
Covered BK van with CBC and Transition type coupling on
8 BVGT BVGT
both ends
9 Tank wagon, Kerosene TK TORX/TO
10 Tank wagon, Vegetable oil TV TORX/TO
11 Tank wagon, Lube oil TZ TORX/TO
12 Tank wagon, Petrol/Benzol/hexane TP/TB/TH TRP
13 Tank wagon, Heavy Oil TL TOH
14 Tank wagon, liquefied petroleum gas TG TPGL/TPGIN
15 Flats for containers FK FK

FOR EIGHT WHEELER

Sr. Transportation Mechanical

Description
No code code
1 Open K O
2 Covered C C
3 Low sided L M
4 High sided C H
5 Explosives X E
6 Horse/Cattle A MR
7 Military M M
8 Tank T T
9 Brake Van V BVG

249
10 Bogie Stock B (prefixed) B (prefixed)
11 Hopper B B
12 Well W W
13 Flat F R
14 Container FK FK
15 Types of coupling R,C,T (suffix) R,C,T (suffix)
Types of discharge
Centre C C
16 Side S S
Centre & Side X X
Rapid (Bottom) R R
17 Brake system (Air) N (suffix) N (suffix)
18 Sliding Roof S (suffix) S (suffix)
M (First
19 Meter Gauge M (First suffix)
suffix)
N (First
20 Narrow Gauge N (First Suffix)
Suffix)
Sr. Transp./Mech.
Description
No code
1 Open box wagons with Screw coupling BOXR
2 Open box wagon with Transition couplers BOXT
Open box wagon with CBC at both ends and also with CBC at one end and
3 BOXC
transition coupler at other end.
4 Open box Wagon with swing cum flap doors and sliding roof. BOXES
5 Bogie open ore wagon with St. CBC (Open Wagon Gondola) BOI
6 Bogie open ore wagon with St. CBC (Casnub Bogie) BOY
7 Bogie open Box wagon with pneumatic brake BOXN
8 Bogie open wagon, hopper BOB
9 Bogie open wagon, hopper with centre discharge BOBC
10 Bogie open wagon, hopper with side discharge BOBS
11 Bogie open wagon, hopper with center and side discharge BOBX
12 Bogie open bottom rapid discharge hopper wagon BOBR
13 Bogie Open Special Wagon with Transition Couplings BOXT
14 Bogie Brake Van Air Brake Equipped with ICF Trolley BVZI
15 Bogie Tank Petroleum Equipped with Air Brake System BTPN
16 Bogie Tank Ammonia Liquefied Tank Wagon with Air Brake System BTALN
17 Bogie Well Wagon BWT

250