SOUTH EASTERN RAILWAY,

KHARAGPUR

TRAINING NOTES

ON

STREAM SPECIFIC THEORY

(CARRIAGE & WAGON)
(Railway Board Module: MCT-01)

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I N D E X
Sr. TOPICS PAGE
No No.
1. C&W Organization 5
2. Design aspects of ICF bogie 8
3. Different type of Braking system 25
4. Comparison of Vacuum Brake and Air Brake system 28
5. Riding Quality and Ride Index 32
6. Vertical load transmission in ICF 35
7. Construction of ICF coaches 35
8. Codification of coaches 45
9. Wheel & Axle Maintenance 46
10. Axle & Bearings 57
11. Airbrake System 65
12. SAB 78
13. Rake Test 82
14. Single Car Test 86
15. Bogie Mounted brake system 94
16. Passenger amenities and safety fittings 102
17. Suspension System 103
18. Couplings and buffer 104
19. Train examination–Coaches, Repair and Maintenance 111
20. IRCA 115
21 Suspension System 116
22 LOCO Leakage Test & Compressor Capability Test 117
23 Train Leakage Test 118

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ORGANISATIONAL SET UP OF C&W DEPARTMENT

At Zonal HQ
General Manager (GM)

Additional General Manager (AGM)

Chief Mechanical Engineer (CME)

CWE
Chief Rolling Stock Engineer (Chg) Chief Rolling Stock Engineer (Fr.)

At Division

Divisional Railway Manager (DRM)

Additional Divisional Railway Manager (ADRM)

Senior Divisional Mechanical Engineer (Sr. DME)

Divisional Mechanical Engineer (DME)

Assistant Divisional Mechanical Engineer (ADME)

At Depot/Shed
CDO (Coaching Depot Officer)

SSE(Depot In-charge)

SSE(Stores) SSE(M&P) SSE(Yd.) SSE(Sick Line) SSE(ROH)

JEs JEs JEs JEs JEs

Technicians Technicians Technicians Technicians Technicians

Helpers Helpers Helpers Helpers Helpers

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General information for C&W Engineers in open line
• C&W organisation set-up in a Division.
• Codification and Numbering of Coaches.
• Ineffective percentage.
• Yard Stick.
• Nomination of a Depot.
• Concept of a Block Rakes.
• Indication and Destination Boards.
• Fire Extinguishers.
• Brake Van Equipment.
• Integrated Maintenance.
• Rake link
• Working Timetable.

Responsibility and duties of C&W Engineers:

A C&W Engineer is not only responsible for the maintenance of
discipline, keeping the morale of staff at a high level, but is also
required to organize the execution of the technical details of work and to
ensure that the required tools and raw material are made available. He
has to ensure that quality standards are maintained and should be cost
conscious to cut down the expenditure to the minimum.

General Duties
The following items will help C&W Engineers considerably in
discharging his duties and gaining proficiency in these will also
materially contribute to the betterment of his prospects:
1 Planning of the work schedule.
2 Better House-keeping.
3 Cost-consciousness and control.
4 Accident prevention measures.
5 Ensuring proper maintenance of the machinery and plants.
6 Ensuring proper quality of workmanship.
7 Improving work methods.

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 8 Motivating employees for higher productivity.
9 Providing leadership to the staff working under him.
10 Implementation of the administrative policy decisions.
11 Proper manpower management.
12 Job analysis and evaluation.
13 Appraising performance of the employees.
14 Training employees for improved performance in their jobs
15 Maintaining harmonious relationship with Trade Unions.
16 To look after the welfare of Staff working under him.

Job concern duties

Sr. Section Engineer (C&W) working as a C&W Inspector (CWI)

He is generally required to assist Sr. DME / DME (C&W) in the
compilation of various statistical information and also collection of data
from the Depots. Broadly the duties can be delineated as under-
i) Compilation of periodical returns for submission to Headquarters.
ii) To conduct joint accident and DAR enquiries as and when
required.
iii) To conduct departmental verification of the stores in the Depots
and assist the Sr DME / DME in framing replies to Stock Sheets,
Audit Objections etc.
iv) Check the quality of repairs executed in sick lines.
v) To check that various schedule repairs are carried out periodically
by the depots, and in accordance with the prescribed schedule
periods.
vi) To take follow up action on the defects pointed out by the C&W
Engineers in sick Lines.
vii) To periodically check registers maintained in the depots and
ensure that these are kept up to date and correctly maintained.
viii) To periodically inspect outgoing trains after attention by the
C&W Engineers gangs to assess the standard of examination and
attention provided.

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ix ) Investigate cases of damages to coaches due to rough shunting
and to provide liaison with the operating department for
eliminating this incidence.
x) Check detention to damaged stock from damage-labeling to
placement, placement to repairs and repairs to withdrawn in the
sick lines and take effective steps for minimize these detentions.
xi) To check damage-labeled stock to ensure that no indiscriminate
damage-labeling is carried out.
xii) To check availability of adequate brake power in maintained rake.
xiii) To check the working of machinery and plant provided in yards
and Depots.
xiv) To assist Sr DME / DME in the control of expenditure on the
Divisions and to suggest ways and means to achieve economy in
the expenditure.
xv) To assist Sr DME / DME in case of derailments for expeditious
clearance of track and restoration of communications.

Some other information

i) Collecting and documenting information pertaining to carriage and
wagon activities affecting train running or Depot working
immediately after its occurrence and putting up the same to Sr
DME / DME.
ii) Maintaining close liaison with the chief controller and chief power
controller in the Divisional Control Office in regard to train
operation activities pertaining to carriage and wagon Department.
iii) Collecting information pertaining to road-side detachments in the
Rolling Stock from the control graphs / SMs and advising the
concern C&W Depot for arranging quick release of such Rolling
Stock and providing necessary attention.
iv ) Collecting and documenting the mid night position for putting up
to Sr DME / DME.

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v) Holding conference with the In charge of the Depots for collecting
daily performance position.
vi) Compilation of the following information for communication to
the Sr Section Engineer (C&W) working as a C&W Inspector in
Zonal Head Quarter
vii) Sick-line outturn

- Position of Coaches in sicklines and Yard.

- Coaches marked sick on road-side stations, number of coaches
released and balance left over.
- Home line POH and NPOH coaches on the Divisions.
- POH coaches inside Shops under-going repairs and in shop-
pockets awaiting repairs ( to be collected by the CCR of the
Division in whose jurisdiction the shops are situated)
- POH coaches at the Stations / Yards awaiting feeding to the
Sh o p s .
- Stock held up for want of material and details of material required
and action taken by the Division for arranging the material.

 Information for CME

- Coaches detached on account of hot boxes on date and up to date.
- Coaches detached for other than hot boxes on date and up to date.
- Train partings on date and up to date.
- Passenger trains detained for Air pressure trouble on date and up
to date.

 Unusual occurrences concerning C&W

- Accidents.
- Derailments.
- Train Partings.
- Loss of punctuality of important Mail and Express trains.

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- Detentions to passenger trains.
- Arranging vital items of materials from the stores / Depots and
arranging their dispatch to the C&W Depots where the Rolling
Stock is held up.
- Arranging Inter-Depot transfer of the material to meet urgent
requirements of the Depots.

Design Aspects of ICF Bogie

Construction of Railway Coaching Stock may be broadly classified into
three major viz
1. Shell or the skeleton part – The body
2. Furnishing or the provisions of amenities
3. The running gear part – The Bogie
Running of passenger’s coaches with safety, speed and comfort mainly
depends on the bogie fitted on to them.
Necessity of Providing Bogie
The passenger coach body is a lengthy structure when the wheels
are directly attached to the under frame of the coach, the wheel base
becomes rigid as well as its length is increased. Such a structure can
only travel in a straight track. But the permanent way or track has a
curvature of varying degree on every stretch. To introduce flexibility in
the wheel base, two bogies are provided which are pivoted at two points
by a member called centre pivot and while the coach is negotiating a
curve the bogie can move around having the pivot point.

TYPES OF BOGIES
The types of bogies depend on whether it is a Passenger coach or a
Goods Coach or a Goods Wagon. The following are the types of
Passenger Coaches Bogies:
1. IRS Bogies
2. ICF all coil bogie
3. BEML Bogie
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 4. LHB Fiat Bogie
5. FIAT Bogie with Air Suspension Spring
6. Hybrid Bogie - ICF bogie with Air Suspension and LHB body
ICF BOGIE
The Bogie developed and manufactured in ICF (Integral Coach
Factory) Chennai, in collaboration with Member Swiss Car & Elevator
Manufacturing Co. Zurich, Switzerland, has become the standard bogie
for Indian Railways, replacing British designed IRS Bogie & German
design BEML Bogie. ICF bogie has been provided to be very ideally
designed and easy for repairing and maintenance.

ICF Bogie has the following features

1. Wheel and axle set
2. Roller Bearing Arrangements
3. Axle Bogie guide arrangement and primary suspension
4. Bogie Frame
5. Anchor link
6. Bogie bolster and secondary suspension
7. Side Bearer
8. Centre Pivot arrangement
9. Brake Gear

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Wheel and axle set plays a vital role in bogie. Bogies are classified on
the specified axle load as under:
Gauge Axle Load Types of Bogie
Metre Gauge 10 Tonne Main line stock
Milk van Bogie
EMU Trailer Bogie
11 Tonne A.C Bogie
14 Tonne EMU Motor Coach Bogie
Broad Gauge 13.44 Tonne EMU Trailer Bogie & all BG
Conventional coach bogie
16.25 Tonne ICF A.C Coach Bogie
20.3 Tonne EMU Motor Coach Bogie/
Milk van Bogie

Axle capacity is determined by the total vertical sprung mass

divided by the number of axle in a rolling stock. (Usually 4 axles per
coach). The assembly of wheel to axle is by an interference fit. The
wheel should neither be loose fitted so that it comes out of the wheel
seat in operation, nor be tight fitted so that fretting corrosion results in at
the contact of wheel bore and the wheel seat.
Pressing on pressure depends on wheel seat diameter.
BG: 4 to 5.2 tonnes/cm dia of wheel seat
MG: 4 to 4.8 tonnes/cm dia of wheel seat
Wheel may either be solid or tyred type
Solid Wheel
In the solid wheel the material of core (wheel centre) and rim are
homogeneous.
1. For the same diameter of wheel solid wheel is lighter compared to
the tyred wheel. This will result in a reduction in unsprung mass,
thus reducing hammer blow, consequently riding quality of the
coach with solid wheel is more than that of tyred wheel.
2. Solid wheel is cheaper compared to tyred wheel
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 3. Permissible wheel wear is more for solid wheel.
Wheel diameter, New BG M.G
915mm 725mm
Condemning limit 825mm 635mm

Difference between 13Ton and 16Ton ICF bogie:

Sl.No. 13Ton ICF bogie 16Ton ICF bogie
1 Non AC AC
2 Axle dia -145 mm Axle dia-152 mm
3 Top and bottom plates of Top and bottom plates of side
side frame is 12 mm and frame is 16 mm and centre web
centre web is 10 mm is 10 mm
4 Transum, head stock and Transum, head stock and
longitudinals are 8 mm longitudinals are 10 mm
5 BSS bracket distance is BSS bracket distance is more
less
6 Alternator bracket and belt Alternator bracket and belt
tension bracket are to suit tension bracket are to suit 25KW
4.5KW alternator alternator
7 Bogie bolster and lower Bogie bolster and lower
suspension beam are suspension beam are robust and
lighter stronger design

Limitation of ICF bogie design to achieve speed more than 140

kmph.
1. A large wheel base as that of ICF bogie, affects curvability and
thereby increases wheel flange wear.
2. Head stock increase the yaw inertia of the bogie frame and there
by influence the tendency for hunting.
3. Friction damping in the transverse cannot be controlled during
service.
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 4. There are vertical space constraints to accommodate softer
secondary suspension springs like flexi-coil spring in LHB.
5. Very little flexibility in transverse direction.

Roller bearing Arrangement

Before the introduction of Roller Bearings conventional plain
bearings were used in Railways. The frictional resistance between the
journal and brass bearing is reduced by means of an oil film due to
which the speed of the train could not be raised high and hence bearings
are

prone to hot axles. The frictional resistance in roller bearings is very

little in comparison with brass bearings and hence roller bearings are
generally termed as anti friction bearings and brass bearings are termed
as friction bearings.
.Advantages of Roller Bearings
1. Roller bearings being antifriction less tractive effort are required in
comparison with friction Bearings
2. Starting resistance.
Roller Bearing:1.8 kg/tonne Conventional Bearing: 5.8kg/tonne
3. Hauling capacity of the engine is increased

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4. Due to the direct mounting procedure the roller bearings cannot be
removed and stolen from axle box. Pilferage is high in
conventional bearings.

5. Incidence of hot boxes reduced due to introduction of roller

bearings and hence detachment of stock enroute is eliminated.
Accidents and heavy detentions of train are reduced.
6. Since there is no wear on the journal the life of axle is increased.
7. The life of the bearings is very long.
8. Due to very little clearance in the roller bearings the riding is very
comfortable.
9. Due to less starting resistance the wear on draw and buffing gear is
reduced thus increasing their life.
10. Greasing between two POH is not necessary in case of plain
bearings they have to be replaced in short intervals, viz monthly,
quarterly or half-yearly.
There are two types of Roller Bearings.
1. Sleeve Mounted 2. Direct Mounted
In the sleeve mounted bearings a taper sleeve is driven between
the journal and inner race and the required amount of interference
between the bearings and the journal is achieved through the taper
withdrawal sleeve owing to the operational difficulties encountered in
the sleeve type of roller bearings. Indian Railways have started using
direct mounted bearings.

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 In the direct mounted bearings the journals and bearings are
having interference fit. The bearings are heated by induction heating and
slid over the journal to its exact position and allowed to cool in still air.
Upon cooling the inner diameter of roller bearings inner race reduces in
size and grips the journal with necessary predetermined interference.

In Railway carriage spherical roller bearings are used which

accommodate angular irregularities of the axle up to 2.5 degree since the
axles are rigidly guided necessary flexibility is given by providing
spherical self aligning roller bearings.

Life Rating: BG- 1.6 Million KM MG- 0.65 Million KM

If the bearings are not fitted carefully and maintained properly it
will lead to hot box and subsequently accidents. Utmost care is to be
taken for fitment and removal of bearings- grease of approved and
recommended quality is to be used. Lithium based Grease is used
presently in Railways which don’t absorb water. Usage of sodium based
grease is discontinuing due to its water absorbent properties. Quantity of
grease per box is 1.75 Kg.
Axle Box Guide Arrangement
Axle Box Guide Arrangement has a triple function.
1. To maintain longitudinal and lateral relationship between the axle
box wheel assembly and the bogie frame.
2. To transmit the tractive and braking force from the coach body to
the bogie and from the bogie to the coach body respectively.
3. To act as a single acting shock absorber or hydraulic damper for
primary suspension.
Guide bush provided the first two functions while guide cap
provide the third functions. Due to the oil leakage in the dashpot and
efforter to prevent oil leakage is not 100% fool proof the design of axle
box guide is modified.
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Parts of Axle box guide arrangement:
1. Axle guide
2. Guide bush
3. Protective Tube Complete
4. Dust Shield Spring
5. Spring Clip
6. Dust Shield
7. Guide Cap
8. Helical Spring
9. Top Spring Seat
10. Rubber Packing ring
11. Compensating ring
12. Lower spring seat
13. Lower rubber washer
14. Upper rubber washer
15. Vent screw with sealing washer
Bogie Frame
The Bogie Frame is a fabricated member which consists of two
side frames two headstocks four longitudinal and two transom. These
members are suitably located so that they can withstand the draw gear
force, breaking and acceleration forces. Necessary sections are provided
for brake gear suspensions, bolster suspensions etc. The axle guides four
on each side are welded on each side frame centrally located from
central line of axles. The centre line of axis guides coincide with the
wheel base (i:e 2896 mm in case of BG and 1980mm in case of MG).
The lower flange of the side frame has a hole with vent screws through
which dashpot oil is replenished. Two bolster suspension brackets are
welded on each side frame. Dimensions ‘A’ as shown in fig. with
dimensions between guides and centre line of guides are important to
check the parallelism and squareness of the bogie frame.

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Trammeling of ICF Bogie

Head Stock – 2 nos.

Side Frame – 2 nos.

Transom – 2 nos.

Longitudinal – 4 nos.

fig : Trammel Gauge

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Tramelling of CASNUB bogie -
Trammel gauge is used to check the squareness of the trolley frame

Trammel gauge is a long pin gauge as shown in figure. One end of this
gauge is pointed to fixed the other end is also pointed but sliding one.
One screw is provided to the sliding pin for the adjustment and
tightening purpose. It is facilitated to take reading. Scale is provided
towards this end of the gauge.
Checking Procedure -
A punch mark is provided on every pedestal jaw of the side frame of the
CASNUB trolley. This mark is cleaned to make it visible, new the
pointed fixed end of the gauge is placed on this mark and the other
sliding end pointer is placed diagonally on the other mark. Reading is
taken after tightening the set screw .the same procedure is followed on
the other end.Trammel center should also be checked by placing the
gauge on the directly opposite mark.

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 All Coil ICF Bogies
Primary Suspension Vertical Shock Absorber Safety Strap
Secondary
Suspension

Axle Box Spring Lower Spring Beam Bogie Suspension Hanger

Wheel Base

Centre Pivot
Brake Beam Brake Block Anchor Link
Side Frame

3612±1
Longitudinal

2159±1

Head Stock

Equalizing Stay
5 7 0 ±1
Side Bearer
Bogie Bolster
Transom
Wheel Base
2896±1

All dimensions are in mm.

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ANCHOR LINKS

The bogie bolster is a floating member and in order to keep it in its

central position and also allow bolster away sideways within limits and
also up and down movements without components anchor links are
provided. It is fitted between bolster and bogie frame one on either side
of the bolster diagonally opposite to each other. Anchor link silent bloc
bushers which prevent metal to metal contact reducing excessive noise
and absorbing vibrations due to coach movements. The anchor links
transmit the tractive and braking forces between coach body and bogie.
Bogie Bolster and Secondary Suspension
Bogie Bolster is a fabricated box section. The top flange of Bogie
Bolster has covered housing for side bearers with wearing plate. In ICF
bogie the weight of the coach body is transmitted through side bearers.
In the centre of Bogie Bolster provisions is made to house the centre
pivot. The Bolster is supported on four helical springs resting on lower
spring planks which in turn suspended from bogie side frame by means

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of swing links (hangover kept at an angle of 7 degree to the vertical.

Equalizing Stay
Equalizing stay is provided to connect the bogie bolster and lower
spring plank. This prevents the lateral thrust and maintains the lower
spring plank in position with
respect to the bolster. This is due
to bolster spring not design to take
up lateral forces in addition to
vertical forces.

Side Bearer
Housing for side bearer is provided in the bogie bolster, one on
either side. The base of housing is having hard wearing plate over which
bronze wearing piece is kept with it’s flat surface contacting the wearing
plate. The top surface of the bronze wearing piece is spherical in shape
and it remains in oil bath in the well of the housing.
The top side of the bearer is fitted to the body bolster bottom plate
of the underframe arrangement. The bottom of the side bearer has
contour to match the (convex) spherical top surface of the bronze
wearing piece. Due to spherical shape of the mating parts of the side
bearer self aligning characteristic is earned. The side bearer transfers the
coach weight to the bogie bolster through the floating bronze wearing
piece.
The housing of side bearer is provided with side filling
arrangement for replenishing oil at regular intervals. The mouth of the
filling arrangement is kept plugged to avoid ingress of dust and water.
The whole side bearer arrangement is covered by a special side bearer
cover protecting it from ingress of dust, foreign matter and moisture.
Quantity of oil per side bearer is 2.5 litres
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Centre Pivot Arrangement
Centre Pivot Arrangement transmit tractive braking forces and
also serves as movable joint between coach body and the bogie. Centre
Pivot does not bear the vertical load. It is fitted on the housing of the
bolster and the top of the Centre Pivot is fitted to the underframe with
bolts and the bolts are tack welded after assembly. Silent blocks are
fitted to reduce the noise under dynamic conditions. Centre Pivot is

Fixing Arrgt. of bottom Cover

Section A-A

Centre Pivot Pin

To be tack welded after
Assembling Sealing Cap

BBoiggiiee BBloolstteerr
Silent Block
Hex. Screw& Spring Washer Sleeve
Bottom Cover Complete
Cotter
Split Pin

Centre Pivot Arrangement

secured by means of cotter and is locked by split pins. The whole

assembly is made dust proof by covering with bottom cover.

Brake Gear
The safe and efficient running of trains depends on the reliability
and efficiency of the brake system and the brake gear arrangement.
Brakes are required to control the speed of the train at necessary limits

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and bring them to a halt in the shortest possible distance and time in
case of emergency. Preferably without causing undue shocks.

Different system of braking adopted in railways is.

1) Vacuum Brake
2) Air Brake
3) Electro Pneumatic Brake (EP)
4) Electro Dynamic Brake (Regenerative brake)
5) Disc Brake (FIAT bogie)

VACUUMBRAKE
This type of brake stops the train by application of clasp brake to
the tyres. The operating braking power is derived from the atmospheric
pressure acting on one side of the piston (bottom side) in a vacuum
brake cylinder against a partial vacuum on the other. The force exerted
by the piston is augmented by pull rods and levers called brake rigging.
The vacuum brake cylinder is suspended on the coach underframe
and can swing about its pivots longitudinally (Along the length of
coach). Each cylinder is connected to a pipe running along the length of
the coach and is called train pipe. Train pipe of each coach is coupled,
thus making a continuous connection from first coach to last coach .
To begin with, air is withdrawn through the pipe by ejector in the
engine. When brakes are to be applied, the ejector is operated by the
driver and air is audited in to the train pipe . The air rushing below the
piston pushes it upwards thus affecting the braking. The main fittings of
vacuum brake system are
1) Ejector or exhauster
2) Vacuum cylinder
3) Clappet valve and inter communication apparatus
4) D.A. valve
5) Slack adjuster

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 6) Van valve in guard brake van
7) Train pipe
Automatic Vacuum Brake
In case of parting of coupling in the train pipe air rushes through
both sides of the parted train pipes to bottom of vacuum cylinders and
brakes are applied and both portions of the train comes to a stop
automatically hence there is termed as ‘Automatic Vacuum Brake

Continuous Brake
When all the brakes of the train can be applied from one vehicle.
Parameters of Braking System
1. Continuous Brake should be provided in all passengers coaches.
2. Brakes should be instantaneous in action and capable of being
applied by the engine driver and guard.
3. Brakes should be self applying in the event of any failure in the
continuity of its actions.
4. Brakes should be capable of being applied to every coach of the
train with least time lag.
Consideration Governing the Performance of Brake
Brake should have fast propagation to ensure uniform applications
along the entire length of the train. A very rapid initial filling of the
cylinders so that the Brake shoes are quickly brought into contact with
the wheels to start decelerations process. Slower subsequent fillings of
cylinders to give a gradual build up retarding forces to reduce shocks,
fast release of brake throughout the train.

Air Brake
Due to certain operations difficulties encountered in vacuum
Brake system such as fading increased applications time and release
time, limitations of maintenance of vacuum through the train formation
etc. and also vacuum Brakes are unreliable at high altitudes. Air Brake
system is introduced. Air Brake system uses compressed air for Brake
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applications. Brake application is made when the pressure in the Brake
pipe is reduced.

EP Brake
The system is directly controlled and operated by compressed air
electric signals and hence this derives the name Electro Pneumatic
Braking (used in EMU). The essential features of this system are:
1. EP Brake Controller
2. EP Brake unit
3. Brake Cylinders( 8 for motor coach & 4 for Trailers)
4. Main Reservoir
5. Auxiliary Reservoir
6. Equalizing Reservoir
7. Brake Application Relay
8. Gauges
9. Governor
10. Safety Valve
Graduated application and graduated release of Brakes are
achieved during EP applications but auto Brake applications does not
cater for this. During Emergency Brake application air rushes into Brake
cylinder simultaneously from MR and BP lines.
Electro Dynamic Brake
This is used in metro coaches. During Brake applications the
power supply to the traction motor is cut off and due to inertia of
moment of coaches the motor acts as generator. Power produced during
this operation is absorbed in resistance and heats it. Due to this the
rotation of traction motor is retarded and Braking is effected. In metro
coaches a combination of EP and Electro Dynamic Brake application is
used. In the speed range of 0 to 15 kmph and 65 to 80 Kmph, EP Brake
is applied and between 15 to 65 Kmph Electro dynamic Brake is
applied.

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DISC BRAKE
FIAT bogie is designed with disc brake. It is Knor – Bremse make
axle mounted disc brake. It is a segmented friction ring of gray cast Iron
on which brakes actually applies; there are 2 discs on each axle. The
coefficient of friction is in between 0.31 to 0.39 and designed to
provide a retardation of 10% g ( i.e 0.98 m/sec2) and the braking
distance shall be less than 525 meter on straight track under tare
condition. Adoption of disc brake was considered due to the following
reasons.
1. In general signaling system permits an emergency braking
distance of 1.2 km where as with convensional brake the
emergency braking distance at 160 Kmph is more than the
permissible limits.
2. Reduced frequency of wheel turning.
3. Increased speed potential of bogie.
4. Structural configuration of the bogie.
5. Reduce maintenance and higher efficiency due to simple brake
rigging.

Comparisons of Vacuum Brake and Air Brake System:

S l. Vacuum Brake System Air Brake System
No
1 Vacuum that is devoid of air Compressed air is the medium of
is the medium of brake Brake applications
applications.
2 Atmospheric air pressure of Atmospheric air pressure of
1.06Kg/cm2 is exhausted 1.06Kg/cm2 is compressed to
from train pipe with the help 5Kg/cm2 with the help of Loco
of exhausters of locomotive. compressor.
3 The system works on partial The system works at a pressure
vacuum i.e equivalent to 50 of 5Kg/cm2
cm of Hg.

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4 For brake application For brake application the
atmospheric air is admitted pressure of brake pipe is
into Train pipe. reduced.
5 Vacuum cylinder is the heart Distributor valve is the heart of
of vacuum Brake System Air Brake System
6 Vacuum cylinder is Air brake cylinder is mounted on
suspended in vertical plane horizontal plane.
7 Brake application is caused Brake application is caused by
by inward movement of the outward movement of the piston.
p is to n
8 Diameter of train pipe is Diameter of train pipe is 25 mm.
50mm.
9 Vacuum cylinder is directly Brake cylinder is connected to
connected to train pipe auxiliary reservoir during
during brake application and application and to exhaust during
release. release through distributor valve.

Advantages of Air Brake System over Vacuum Brake System

S l. Vacuum Brake System Air Brake System
No
1 Braking distance on a level Braking distance for the same
stretch with an initial speed of is 870 to 1000 meters.
75 Kmph is 1.8 Km with an
emergency application for a
load of 4500 T.
2 Rapid deteriorations of Bk Negligible deteriorations
system
3 Upto 600 metre longer train 1500 to 2000 m long train can
can be operated be operated.
4 There is a reduction in brake Brake power is almost
power strength by 18 to 20 % constant.
between first and last vehicle.
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Why is Air Brake System Superior?
1. Uniform brake power is possible throughout the train in Air
Brake System
2. The Air Brake trains can be made longer in length
3. Can run with longer load
4. Shorter Braking distance
5. Suitable for higher altitudes
6. Compact and easy to maintain
7. Consumption of spare parts is very less
8. Simple brake rigging
9. Quicker application and release
10. Better utilization of rolling stock since maintenance is required.
Factors which make a train journey uncomfortable
The various factors which make a train journey uncomfortable are:
1. Car body vibrations
2. Noise
3. Dust
4. Climatic Condition
Car body vibrations are of primary conditions for riding quality. The
vital disturbances are due to :
1. Rail joint
2. Wheel Eccentricity
3. Rail surface irregularities
The disturbances caused by 1 & 2 are periodical with frequency
varying with the speed of the coach. When the period of disturbance
force coincides with the natural frequency of the suspension, resonance
occurs. Resonance speed is kept as low as practicable to avoid rough
r i d in g .
Riding Quality and Ride Index
The oscillations about the three principal axes, either individually
Page | 30
or coupled with others, by the inertia effect or due to unmatched weight
distribution would cause fatigue on the travelling human body.

Body Oscillations
Any moving vehicle would be subjected to oscillation about its principal
axis.
AXIS OF DIRECT ROTATIONAL
OSCILLATION OSCILLATION

XX (Along the track) Fore & Aft(Shuttling) Rolling & Swaying

YY (Lateral to the track) Lurching Pitching
ZZ (Vertical direction) Bouncing Nosing

Rolling
Motion of a body across a surface combined with rotational
motion of the body so that the point on the body in contact with the
surface is instantaneously at rest. (The oscillating motion of a vessel
from side to side due to ground swell heavy (back & forth).
Pitching :An angular displacement about an axis parallel to the lateral
Page | 31
axis of the vehicle.
Nosing : Projection of a vehicle during run.
Riding quality of the moving vehicle in terms of fatigue time----
It is defined as the length of time after which a passenger
subjected to oscillations begins to experience a clear sensation of fatigue
which is regarded as constant and this constant is termed as ‘Ride Index’
Fatigue time, Riding Quality & Ride Index are correlated in this table.

Fatigue Time Riding Quality Ride Index

Very Good 1.0
More than 24 Hours Almost very good 1.5
Good 2.0
13 Hrs Almost Good 2.5
5.6 Hrs Satisfactory 3.0
2.8 Hrs Almost Satisfactory 3.5
1.5 Hrs Able to Run 4.0
About 45 Minutes Not Able to Run 4.5
About 15 Minutes Dangerous 5.0

The following are the Ride indices for Rolling Stock

Category Ride Index
Passenger Coaches 3.5 (3.25 preferred)
Suburban Coaches 4.0 (3.75 preferred)
Goods Traffic 4.5 (4.25 preferred)

Lateral Oscillations: Lateral oscillation is due to:

1. Sinusoidal motion of wheel sets
2. Variation in track gauge
3. Bad alignment of track
When the frequency of Sinusoidal motion coincides with the natural
frequency of the swing links resonance occurs which causes rough
Page | 32
riding. To improve lateral riding the amplitude of the axle wave motion
should be kept low .
The 10 points bogie design aspects of Coaches
1. Rigidly Guided Axles
The maintenance of parallelism of axles by rigidly guiding them
would help very much in riding of the vehicles. The ICF bogie adopts
this feature by the help of dashpot arrangements. The diametric
clearance provided initially 0.4mm between the guide bush and lower
spring seat guide the axles to be almost parallel.

2. Two stage suspension & their proportion of deflections

For better riding two stage suspensions is very essential unlike
goods stock where only either axle box suspension or bolster suspension
is provided. Coaches are always provided with both the suspensions and
they are termed as primary suspension and secondary suspension
respectively. It is not only the two stages deflections two stage
suspension is also important. For a better bogie design 30:70 is
recommended but ICF bogies are provided only with 45:55 on the
advice of Swiss Collaborations who had thought that the Indian Railway
track conditions are not suitable for the 30:70 ratio.

3. Helical spring with Damper in Parallel

Earlier bogies are fitted mostly with laminated springs however
they were not fit for high speed operations and hence helical spring in
both the suspensions are provided. Since the Helical spring is of
frictionless types they are to be provided with dampers in parallel.
Dashpot arrangements acts as a damper for primary suspensions where
as double acting Hydraulic Dampers are fitted in Secondary suspension.
The essentiality of dampers is that it should be able to suppress the
shocks transmitted to the suspended mass and to return rapidly to the
position of equilibrium if and when disturbed.

Page | 33
4. Dampened Swing Bolster Suspension
Lateral oscillations are smoothened by the swing bolster
suspensions system where hanger & hanger blocks are aiding. The
length of the hanger is important in deciding the frequency of
oscillations and its inclinations to the vertical aids to centralize the body.
ICF bogie hangers are inclined to the vertical by 7 degree. The
equalizing stays fitted between bogies bolster and lower spring beam
prevents the lateral oscillations and damping is done by either the
friction between hanger block and hanger or by provision of lateral
shock absorbers.

5. Least Unsprung Mass

Unsprung Mass i.e the wheel set along with roller bearing
assembly is to be kept at minimum to minimize the wear and tear of
wheel and rail. Optimization of wheel diameter & the axle sizes had
considerably reduced the weights of unsprung mass.

6. Least Rolling Resistances

Rolling Resistances is to be kept minimum for the reason of
maximum haulage with available locomotive. Self aligning spherical
roller bearing is used. Track unevenness and cant deficiencies are
compensated by the spherical action of the roller bearings in ICF bogies.

7. Stable Vertical Loading

Earlier bogies were Centre pivot loaded and are replaced with side
bearer loading by which the roller frequencies are minimized. The side
bearers are accommodated in oil baths and the wearing piece made out
of bronze is loose piece in the assembly and replaced when worn out.

8. Restrained Rotational Movements

Bogies negotiating curves would be rotating on the centre pivot
and bringing back to its normal position is done with the help of the
centre pivot silent block. Both the centre pivot silent block & oil bathed
Page | 34
side bearer loading restrain the rotational movement and help to
compensate the sinusoidal motion of the wheel.

9. Noise Control
Whenever the load transfer either vertical or longitudinal the
metal to metal hitting is avoided by the provision of rubber parts like
silent blocks in centre pivot and anchor links and rubber washers in the
suspension. With the provision of rubber components the noise transfer
is controlled to its minimum.

10. Uniform Brake Applications

Unlike in the wagon stock bogies, where in unit brake system is
employed, ICF bogies are provided with clasp brake block applications.
By this method the brake application on the wheel is uniform and is on
both sides by which resultant horizontal forces nullify each other and do
not disturb the axles. The brake block is fitted to the head with the help
of key and the replacement of worn out blocks becomes easy. The
adjuster with special bolt adjusts the brake block to suit the worn out
size of wheel and block.

VERTICAL LOAD TRANSMISSION FROM BODY T0 BOGIE

AS FOLLOWS: --
Body  Side bearers  Bolster upper plank --> Bolster spring 
Bolster lower plank --- Hanger for bolster suspension ( stirrup links )
---- Bogie frame ---- Axle guide Springs -- Axle wing ----
Axle box ---- Journal --- Axle & wheel --- Rail - Earth.

CONSTRUCTION OF ICF COACH

• The concept of the lightweight integral design originated in the

recognition of the properties of hollow girders from the point of
view of strength and utilization of material.

Page | 35
• The reduction in tare weight of these coaches could be achieved by
utilising "stressed skin" concept and by use of low alloy fittings.

• Corrugated sheets are utilised for the trough floor to form part of the
tubular construction as well as to absorb a large portion of the
buffing forces.

• Anti-telescopic structure has been provided in the end-walls to avoid

telescoping of the adjacent coaches and to absorb the major part of
collision energy in case the ends collide during heavy collisions.

Leading dimensions of ICF coaches are

Coaches Over Over Over all Height from
Buffers Body w id t h Rail level(mm)
(mm) (mm) (mm)
ICF/RCF 22297 21337 3245 4025

• The integral shell is made of a framework of series of hoops,

consisting of floor crossbeams, body side pillars and roof carlines
located transversely at regular intervals, to suit door and window
openings .

• These hoops are connected together by sole bars, waist rails, light
rails, cant rails and carlines longitudinally. This frame work is
sheathed all over by 2 mm thick corten steel (IRS-M-41) on the
side walls and 1.6 mm thick corten steel on the roof.

• At the bottom 2-mm thick corten steel corrugated trough floor is

provided between the sole-bars and running over the length between
the head stocks of underframe.

• The whole forms a tubular shell of integral construction in which

the sides and roof panels also share the load.
Page | 36
• The corrugated trough floor with its corrugations running
longitudinally from one head stock to the other takes up the buffing
loads. Below lavatory the tubular constructions are provided in
place of trough floor to avoid corrosion due to seepage of water.

• In coaches with stainless steel trough floor, no tubular structure is

used.

• End wall consists of four vertical pillars of box section connected

transversely by `Z' sections and are welded to the head stock at the
bottom and to the roof at the top.

• The head stock of BG integral coaches consists of outer and inner

head stocks connected by two rigid center buffer stiffeners, which
transmits all the buffing forces to the under frame structure.

• Under-frame acts as support for mounting equipment like air or

vacuum brake system (brake cylinders, DV, BP & FP pipes,
auxiliary reservoirs, control reservoirs, etc.), air-conditioning
system (Compressor unit, Battery, Control rectifier, etc.), train
lighting battery boxes, under slung water tank,etc.

.
Page | 37
ICF COACH SHELL / BODY
SERVICE CONDITION:
The coaches shall be in continuous operation during varying
atmospheric and climatic condition through-out the year as given below.
(i) The shade
temperature in summer
may go as high as 55ºC
with 100% humidity. The
maximum temperature
under the sun in summer
could reach 70ºC.
(ii) The rainfall is fairly
heavy and the country is
subjected to thunder
storms.
(iii) During dry weather,
the atmosphere is likely to
be dusty.

Page | 38
(iv) The equipment will also be working in coastal area with salt laden
and corrosive atmosphere.
BODY SHELL:

The coach body shell shall be designed to meet the following loads:

i.Vertical load of 2.165 tonnes per metre run uniformly distributed.

ii.Horizontal compression load of 102 tonnes at each side of buffer.
iii.Combination of loads specified in (i) and (ii) above.
iv .A Horizontal compression load of 61 tonnes applied uniformly at
305 mm above the centre line of the buffers.
v. A horizontal compression load of 31 tonnes uniformly distributed
over the body ends.

The stresses estimated by an approved method shall not

exceed 139.3 mpa (14.2kgf/mm2) for members made from steel to IS:
2062 E250Cu (Fe410WC) and 221.7 mpa (22.6 kgf/mm2) for members
made from corten type steel to IRS: M-41 for the uniformly distributed
vertical load. Also for the squeeze loads, referred to above, the stress
should not exceed 90% of the lower yield point or proportional limit of
the material in the load carrying members of the shell and 95% of the
lower yield point or proportional limit of the material in the end
construction. The estimated vertical deflection of the shell at the centre
of coach shall also not exceed 10 mm under any loading condition
detailed at (i) to (v) above.

Each completed shell shall be tested for leakage through roof at the
works of the coach builder. To carry out this test, the coach builder shall
provide a test rig to the satisfaction of the Inspecting Authority.

UNDER FRAME:

Material:Under frame shall be manufactured from corrosion resistant

structural steel to IRS: M-41 or other approved copper bearing quality
steel.

Page | 39
1 Sole Bars: These are continuous members on each side running
throughout the length between head stocks. These shall be adequately
braced together to withstand the horizontal, vertical and lateral forces
and capable for jacking the lift of coach.
2 Trough Floor: Trough floor shall be pressed out from 1.7mm
thick stainless steel sheet conforming to specification AISI 301, finish
2D (Austenitic). To avoid any stagnation of water adequate nos. of
19mm dia drain holes to be drilled at suitable locations in all valleys to
trough floor.
3 Head Stocks:These shall be of robust design for mounting draw
and buffing gear and to with stand load described above
i. Body Bolsters: These shall be fabricated from steel plates of
requisite thickness to Specification IRS: M-41.
ii. Floor Bearers: Adequate number of transverse floor bearers
shall be welded between Sole Bars at suitable locations to
withstand the vertical load at floor as described above.
iii. Framing below under frame: The framing of robust design
shall be provided for suspensions of various under slung
items.
SIDE WALLS:
1 Material: The side wall frame work shall be manufactured from
corrosion resistant Steel to IRS: M-41 or other approved copper
bearing quality steel. Body pillar shall be pressed out of 2mm
thick stainless steel sheet to AISI-301 finish 2D (Austenite).
2 Pillars: Pillars shall be continuous from sole bar to cant-rail and
shall be welded. Longitudinally they shall be connected through
waist-rails at window-sill level and light rail at window top level.
Brackets for window panel, skirting channel and angles for sheets
shall be welded between the pillars in longitudinal direction.
3 Cant -rail: It connects together the body pillars to the roof structure
by welding to form integral shell. Running as a continues member
Page | 40
 over complete length of coach this should be of adequate strength
and rigidity.
4 Covering: It is the outer cover sheet of side wall. Joints between
the sheets shall be Seam Butt Welded and ground smooth. It shall
be welded with pillars intermittently. The construction shall be
water light.
5 Door way opening: Door way opening shall be adequately
strengthened to compensate the loss of strength of side wall at
door opening and to provide adequate transverse rigidity. Gutters
of suitable design of pressed shape shall be welded directly to the
roof skin over the doors.
6 Window openings: Body side window openings adjacent to door
towards compartment shall be provided with eight protection bars.
All other body side window openings, except emergency window
openings, shall be provided with four protection bars.

END WALL:
Material: components of end wall shall be manufactured from steel to
IRS: M-41.
The end wall structure shall be adequately strong to withstand the test
loads described above.
The following anti-roof climbing feature should be provided at end wall.
1. Sunk-in type cover for Emergency Feed Terminal (EFT) shall be
provided eliminating the projection on the end wall.
2. Ladders & handles shall be eliminated from end wall.
3. Passenger Alarm signals device-resetting arrangement shall be
modified for operation from rail level.
4. Air piping arrangement shall be made flush–in with end wall
eliminating the projections.

Page | 41
ROOF:
Material: Frame work of roof and roof sheet shall be manufactured from
steel to IRS: M-41.

i. Roof sheets joint shall be smooth and water tight.

ii. Opening for mounting ventilators shall be provided at locations
shown in drawing. These openings shall be adequately
strengthened for fitment of ventilators.
iii. The roof shall sweep down on to the side wall and form flush
f in is h .
iv . Water wriggles of approved design shall run along the entire
length of coach covering the joint of roof and side wall. Gutters of
suitable design of pressed shape shall be welded directly to the
roof skin over the door way.

INSULATION:
1 The inside of the side roof shall be provided with 25mm thick
approved bonded slag wool/resin bonded fibre glass wool
insulation,
2 Application of aluminium foil cladded glass wool shall be done as
per the instructions.

WINDOWS:
1 Window sill arrangement shall be made leak proof against the
ingress of water as a means to prevent corrosion of side wall and
other parts of the shell.
2 All glass and louvers shutters shall be of FRP.
3 Glass shutters of all body side and door windows shall be provided
with spring loaded balancing device.Body side door windows shall
be provided with 9 protection bars.
4 In addition, a center stiffener flat shall also be provided on these
body side door windows
Page | 42
5 Four nos. of emergency openable windows shall be provided at the
locations No protection bars shall be welded in these locations.
6 All other body side windows shall be provided with four
protection bars.
7 Lavatory windows shall be provided as per ICF design.
8 Windows adjacent to body side doors shall be provided with 8
protection bars.

WATER TANKS:
Two piece design roof water tanks of aluminium of 455-litre
capacity each shall be provided above the each lavatory at both ends of
the coach. The lavatory roof water tank shall be provided with side
filling to ICF design side filling arrangement only. The water tank shall
be tested to a hydraulic pressure of 0.35 kg/cm2. The inside of all water
tanks shall be painted with bituminous, black, lead free, acid, alkali,
water and chlorine resisting paint to IS: 9862-1981 and properly dried
before assembly in the coach.
INTERIOR FURNISHING:
Flooring:
Flooring in Compartment, Doorways, and Gangway:
Floor construction shall consist of 2.0 mm thick Vinyl sheet. 150
mm high skirting shall be finished with Vinyl sheet and properly
anchored to the compreg floor board. The finished floor shall be free
form bulges, depressions and cracks. All the joints in Vinyl sheet shall
be hot air welded. In addition, the doorway areas between the body side
doors and the gangway area between the lavatories over the PVC sheets
shall be laid with 2.03mm thick Aluminium Chequered plate to IS: 737-
HS-20W.
Lavatory:
All four lavatories shall be provided with pans as shown in drawing.

Page | 43
 The flooring in lavatories shall be provided with stainless steel
inlay fabricated out of stainless steel sheet to AISI-304. The inlay in the
lavatory with Indian style lavatory shall be provided with 20mm slope
for smooth flow of water into the pan and there shall be a drain hole
below the lotah filler cock. The stainless steel inlay with pan shall be
covered with single piece vinyl sheet ,all joints shall be hot air welded to
avoid seepage of water.

FURNISHING:
1 Cushioned seats and back rest shall be provided. Transverse
upper bunks made of steel ,above the seats shall be provided at a
height of 1432mm from top of the floor and shall be capable of
taking a distributed load of 138kg/m and shall be suitable for lying
down. Longitudinal luggage rack shall be provided above the single
seat.
2 Welded design of compartment partition walls shall be provided.
Partition walls of bay shall be provided with wire mess at top for
cross ventilation. Weld mess partition frame shall be provided
below the lower transverse seats and single seats.
3 Two wash basins with mirror and shelf shall be provided outside the
lavatories at the locations shown in the layout. Light shall also be
provided above the mirror.
4 Coat hooks shall be provided at the rate of one for every two
passengers.
5 Racks will be provided in the locations shown in layout.

6 Cubicle for electrical control panel shall be provided at the location

shown in the layout.
7 Numbering of seats: All seats shall be serially numbered with
luminous stickers bearing 16 mm high numbers.

Page | 44
PANELLING:
The interior paneling except for electrical cubical shall consist of 3
mm thick resin bonded thermo-setting laminated plastic sheets in
lavatory water tank arch panel, lavatory doors, lavatory wall paneling,
end wall paneling and lavatory area ceiling as an alternative to plywood
and decorative thermosetting resign bonded laminates sheet.
The interior paneling on side walls of compartment and lavatory
area shall be provided in one piece from bottom waist rail to height of
floor skirting.
Steel Paneling with suitable Natural Fibre Thermoset Composite
packing shall be used for paneling of electrical cubicle.Hot phosphated
steel angle and flat moulding should be provided at all corners of each
bay in partition pillar and lavatory doors. LP Sheet strips shall not be
provided any where over the interior paneling.

CEILING:
Roof ceiling shall be of Natural Fibre Thermoset Composite sheet

EXTERIOR FITTINGS & FINISHING

1 Foot steps shall be provided at all body side doors. A wearing plate
shall be provided on top most floor boards.
2 LED Destination boards and number plates with mounting brackets
shall be provided on both sides of the coach.
3 Tail lamp bracket shall be fitted diagonally opposite at each end
wall.
4 Hand holds arrangement shall be provided in all doorways for
entraining the coach when the platform height is low.

Codification of coach numbering system:- SE 968313 , ,

1st two digit stands for Year Built, Year built = 1996

Page | 45
3rd digit stands for Zonal Rly. Code, 8 =South Eastern Railway Zonal
code
Last three digit stands for Type of coach. 313 = Sleeper Class
Type of coach as per number 
SL.NO TYPE OF COACH ABBREVIATION CODE
1. First class air condition FAC 001-- 024
2. First class ac with two tier AC FACCW 025---049
(composite)
3. AC two tier ACCW 050---099
4. AC three tier ACCN 100---149
5. AC chair car ACCZ 150—199
6. Non AC sleeper three tier CN 200—399
7. General coach GS 400—599
8. General chair car CZ 600—699
9. Guard cum luggage van SLR 700---799
10. Pantry car CB 800—825
11. Parcel van VP/VPU 826---850
12. Power car WLLRM 851---875
13. Postal van PP 876---899

W=VESTIBULE G=Self Generating F=First Class CW=2 Tier

CN=3 Tier CZ=Chair Car S=Second Class L=Luggage
R=Guard Van LM=Power Car
WHEEL AND AXLEMAINTENANCE
Wheel is one of the very important safety items of Rolling Stock. It is,
therefore essential to provide meticulous maintenance attention to all the
components of the wheel set during POH in the workshops.
1. Pre-inspection of Wheels
Wheel sets are removed from bogies should be sent to the roller
bearing section. The axle boxes and roller bearings are stripped off the
wheel journals if required as per the maintenance schedule or condition

Page | 46
of the bearings and the wheel sets are then sent to the wheel shop for
maintenance.
All incoming wheels are first inspected for assessing the condition
of the components of wheels such as axle, wheel disc.

During pre-inspection following checks are made :

Type of wheel Tread Diameter in mm.
New Minimum Shop Condemning
I ssu e Size
ICF Solid 915 mm 837mm 825mm
Measurement of wheel gauge (distance between two wheel flanges
on the same axle)
The road gauge (wheel gauge) measurement should be 1600+2/-1
mm. Measurement is made with the help of adjustable road gauge. The
readings are taken at 3 different locations 60 degrees apart. If the
measurement is not within limits or difference in readings taken at the
three locations is observed, the axle is termed as loose/bent axle. The
wheel should then be marked for necessary corrective action.
Measurements of Wheel Diameter (Tread diameter)
The wheel diameter is usually measured with the help of Trammel
gauge with least count of 0.5mm to check the diameter of incoming
wheel set on both wheels. A wheel diameter measuring gauge with least
count of 0.1mm. is recommended, as the measurement of diameter
would be more accurate with this gauge. The flange on both sides if
wheel set are checked with the help of a profile gauge and the thickness
and height of flanges are measured. With the profile gauge, accurate
measurement of flange height and flange thickness is not possible. It is
therefore; recommended to use a wheel profile gauge with accurate
measurement of flange height and flange thickness to the extent of
0.1mm can be made. The maximum diameter, shop-condemning
diameter is given in accompanying table. The difference in tread
Page | 47
diameters if the two wheels on the same axle should not exceed 0.5mm.
After recording the diameter of wheels and the flange measurements,
the wheel set is marked for necessary repairs.
Inspection of axle
Axle journals should be thoroughly cleaned for inspection to
detect flaws, pitting, dent marks, etc. Each axle should also
ultrasonically tested for detecting internal flaws and defects as per the
Code of Procedure issued by RDSO. Axles found flawed, pitted, dented,
or worn out beyond limits should be replaced.

I C F a x le jo u r n a l
1) Taper must not exceed 0.015
2) Out of round (ovality) must not exceed 0.015.

The wheels are categorized after pre-inspection as below:-

i) Normal repair Wheels:
If all the components are within the acceptable range of limits,
these wheels are taken directly for wheel profiling and servicing of
roller bearings.
ii) Wheels requiring replacement of axle:
If the axle is condemned during pre-inspection due to bent axle,
dimensional deviation of journal/wheel seat, axle having groove marks
in the middle due to rubbing of pull rod, dents, corrosion, pitting marks
on the surface of axle or found flawed in ultrasonic flaw detection test,
the wheel set is taken for replacement of axle and categorized as RA
wheels.
iii) Wheel requiring replacement of solid discs:
If the tread diameter of a solid wheels is approaching the
condemning limit or wheel treads have heavy skid marks which are
likely to cause tread diameter going below shop condemning size on

Page | 48
tyre profiling, the wheel set is taken for replacement of discs and are
categorised as RD wheels.

ICF WHEEL REPAIR

Detailed procedure for carrying out repairs to different categories
of wheels is described below:

Normal Repair Wheels

If a normal repair wheel set is fitted with roller bearings, axle
boxes are first dropped and are taken for ultrasonic flaw detection test
before sending it for wheel profiling on a wheel lathe.
The wheel treads should be checked and machined to the standard
or intermediate worn wheel profile and machining standard N11. The
root radius is an important dimension of any contour and most of the
lateral wears takes place at this location. It is, therefore, very important
that the full root radius specified be obtained and a particularly fine
finish given at this location.

Normal repair wheels are of two categories:

I) With roller bearing mounted, and (ii) with roller bearings
removed.
If the wheels are sent for wheel profiling without dismounting
roller bearings from the journal, special protective covers should be
fitted on the bearings on either side of wheel to avoid entry of metal
chips/dust or damage to the bearing during machining. Wheels with
roller bearings, after wheel profiling and inspection of tread diameters,
wheel gauge, if passed are taken for roller bearing attention. Roller
bearings other components are cleaned in position. The roller bearing
maintenance work is then carried out as laid down in RDSO
maintenance manual for roller bearings.
Normally Spherical Roller Bearings are dismounted every
alternate POH from the journal or on deteriorated condition of grease/
felt ring. Whenever it is required to dismount the bearing from a normal

Page | 49
repair wheel set for roller bearing maintenance it should be dismounted
bearing sending the wheel set to wheel lathe.

EXAMINATION AND REPAIR PRACTICE IN CARRIAGE

MAINTENANCE DEPOT

Depot maintenance staff should ensure the following things in

respect of proper functioning and safety of Rolling gear:

Wheel and axle

Wheel profile should be checked with tyre defect gauge to ensure
the profile dimensions are within the permissible limits. Coaches with
wheels having thickness and profile worn below condemning limit
should not be allowed to continue in service and the coach should be
marked sick for change of wheels in the sick lines.

Limits for flat tyres

The limits for permissible maximum flat surface on tread for BG
ICF coaches is 50 mm.
Guidelines for wheel inspection in open line depots (Ref RDSO
CMI-K003)
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 schedules or out of course attention. The wheels 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 rejectable condition.
Page | 50
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 and sent to workshops for re-profiling.

4. Thermal Cracks – Thermal cracks appear on a wheel tread due to

intense heating of the wheel arising out of severe 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 tread crack has reached the outer edge
(non-gauge face) of the rim, the wheel should be withdrawn from
Page | 51
service. If a crack becomes visible on the outer flange face, the wheel
should be withdrawn
from service. Such
wheels should be sent
to workshop for
examination and
subsequent rejection.
Wheels involved
in service brake
binding should be
examined carefully
during the maintenance to rule out the possibility of rejectable 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.

4. 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 rejectable
thermal cracks.
Note: All wheel sets withdrawn from service for any of the conditions
mentioned above must be sent to the associated workshops for detailed
investigations and further disposal.
Page | 52
The date and station code of the maintenance depot where the wheels
are changed should be stenciled on the end panels. An entry should also
be made in the maintenance card of the coach.
The defective wheel should be sent to workshop for repairs after
entering in the maintenance card details of the work order and date of
dispatch to workshop.
No repairs, except wheel profiling of wheel sets is permitted to be done
in the maintenance depot.

COACHING WHEEL DATA

Allowable difference of Wheel Diameter

Same Axle 0.5mm maxm

Same bogie 5mm maxm
Same coach 13mm maxm
WHEEL DEFECTS
The wheel defects are as following:-
1) Thin flange
2) Deep flange
3) Flat places on tread
4) Less root radius
SERVICE LIMIT Maximum Minimum

Flange thickness 29.4mm 22 mm

Flange height 35mm 28.5mm

Flange top radius 14.5mm 5mm

Radius at root 16mm 13mm

Wheel diameter 918mm 825mm

Between Gauge 1602mm 1599mm

Flat Places Coach – 50 mm Wagon – 60 mm

Page | 53
5) Wheel loose on axle
6) Wheel crack
7) Flaking on tread
8) Hollow tyre
9) Material deposited on tread
10) Sharp flange
11) Difference in wheel tread diameter

WHEEL DEFFECTS
Thin Flange

Sharp Flange

Page | 54
Radius too small at the root of flange

Deep Flange

Flat faces on Tyre

Page | 55
 Hollow Tyre

Thin Tyre

COACHING AXLE DATA

AXLE DEFECTS

Axle Journal Shoulder Wheel seat M id d le

length diameter diameter diameter diameter
2 3 1 6 to 130.043 145.134 to For 16 T axle 152 mm for 16T
2316.5 to 145.174 178to 175mm axle 145 mm for
mm 130.068 mm and for 13 T 13T axle
mm axle 172 to 169
mm

Page | 56
The following are axle defects :-
1) Journal under size
2) Wheel seat damaged
3) Body pitted
4) Body corroded
5) Axle bend
6) Journal bend
7) Deep dent mark
8) Axle end thread worn out
9) Ultrasonic defect

Roller Bearing Axle Box Defects

A coach should invariably be detached from service for the
following defects
a) Hot axle box
b) Damaged axle box
c) Damaged front or rear cover
d) Seized roller bearing
e) Coach involved in accident, derailment, fire, flood etc.
Care should be taken not to keep a coach fitted with roller bearing
stationary for a long time. Coaches grounded for a long time should be
shunted up and down at regular intervals.

Bearing Defects and its Causes

Coaches fitted with roller bearing should be checked to ensure that :-
i) No wash basin drain hole / discharge pipe is directly above the axle box
ii) The front and rear covers of the axle boxes are not damaged, cracked or
loose
iii) Clearance between axle box and wheel is such that the axle box does not
bind against the wheel.
iv) Brake gear is properly adjusted to avoid possibility of brake binding

Page | 57
Sl.No. Defects Causes
1. Racer crack a) Excessive interference
b) Rapid heating during mounting
c) Excessive shock load
d) Over size housing bore and excessive
ovality
2. Flaking a) Excessive loads and metal fatigue
b) Contamination with foreign metal
c) Passing of electric current through
bearing
d) Insufficient clearance
3. Rust and corrosion a) Improper storage
b) Improper packaging
c) Insufficient anti rust compound
4. Fretting a) Over size housing bore
b) Insufficient lubrication
5. Seizure a) Insufficient radial clearance
b) Insufficient grease
c) Bad quality of grease
d) Excessive load
e) Slippage of inner race over journal due to
failure of clamping plate
f) Cage broken
6. Cage damaged a) Trapping of foreign objects
b) Excessive vibration
c) Improper mounting (misalignment)
d) Excessive fluctuation of speed
7. Indentation a) Ingress of small solid foreign objects
such as dirt, dust
b) Trapping of flaked particles
8. Electric current Electric current flowing through raceway
damage
9. Discoloration a) Temper color by overheating
b) Lack of lubrication
10. Excessive radial Due to worn out of rollers, inner and outer
clearance racer
11. Roller path skewing a) Deformation or tilt of bearing
b) Improper mounting
12. Smearing a) Improper lubrication
b) Ingress of foreign materials
Page | 58
GREASE AND AXLE END BOLTS

Brand of Amount of Axle end bolts Tightening

Grease Grease Torque value
Servogem 1.75 kg per High tensile 11 to 12 kg-m
RR3/Balmarol axle box M16x40x1.5P for
LL3 bearing 13 T Axle
Lithium based And M16x50x1.5P
for16 T Axle

TROUBLE SHOOTING ON ROLLER BEARING

SOME OF THE IMPORTANT DEFECTS, THE LIKELY EFFECT ON

THE BEARINGS AND THE NECESSARY REMEDIAL MEASURES
TO BE TAKEN ARE IN THE FOLLOWING TABLE.

Sl DESCRIPTI LIKELY EFFECT ON REMEDIAL

.n ON OF BEARING MEASURES
o. DEFECTS
1 Felt ring 1 ) Grease may ooze out from Renew the felt ring
perished rear cover. every alternative
2) Dust and water may enter attention.
into the axle box.
2 Rubber ‘O’ Dust and water may enter into Renew the rubber
ring of the the axle box. ‘O’ ring every
cover attention.
perished.
3 ‘V’ Grooves Dust and water may enter into At the time of
on rear cover the axle box. maintenance
front cover & attention, clean out
axle box faces the old grease and
not filled with apply fresh grease.
grease.

Page | 59
 4 Improper Excessive temperature seizing 1) To be used only
and/or or complete failure of the roller approved brands
excessive/inad bearing. of grease.
equate 2) To be used
lubrication of specified
bearing. quantity of
grease.
5 Bearing Excessive wears of rollers and The bearing
clearance not races leading to bearing failure. clearance during
within attention to be
prescribed checked with feeler
limits. gauge.
6 Fitment of This may cause failure of Always use cap
substandard locking arrangement and there screws of properly
locking bolts by cause failure of bearing. class P8.8 or higher.
7 Improper This may cause failure of The end locking
locking of and locking arrangement and there bolts should be
locking bolts. by cause failure of bearing tightened with a
torque wrench
to a torque value.
1) 11 to 12meter kg
for M16 Bolts
22 to 23 meter kg
for M20 Bolts.
8 Excessive or 1) Excessive clearance may To be maintained
inadequate result in damage to roller correct lateral
lateral bearing or covers. clearance.
clearance 2) Inadequate clearances may
between axle result in gap between axle
box cover and box housing and front rear
bearing. cover through which dust
and water may enter into the
axle box ultimately leading
to bearing failure.

Page | 60
SYMPTOMS OF HOT AXLE FOR ROLLER BEARING
1. Marks of splashing of grease on wheel and axle box visible at low
speed or at stationary
2. Smell of burning grease
3. Discoloring of paint surrounding the axle box concerned
4. Red glow during the night time only
5. Metallic noise after grease has worked out and roller have seized
6. Skidding of wheels at last stage
7. tilting of springs
8. Burning out of molten front cover in case of coaches

Causes of Hot Box:The main causes of hot box are

1. Defects of lubricants:
a. Use of bad quality of grease.
b. Use of excessive quantity of grease
c. Non availability of grease or inadequate quantity of grease
d. Foreign material contaminated with grease
2. Mechanical disorder
a. Defects in journal.
b. Defects in bearing.
c. Defects in axle box.
d. Cage broken.
e. Oozing out of grease due to perished rubber seal .
3. Irregular loading
a. Uneven loading
b. Overloading
4. Miscellaneous defects
a. Derailment.
b. Defects in track.
c. Excessive speed

Main causes of failure in roller bearing:

1. Any foreign material contaminated with grease.
2. Damaged felt ring
3. Excessive radial clearance.
4. Inner race and outer race crack.
5. Cage worn out or broken.
Page | 61
 6. Due to roller skidded.
7. Due to lack of grease
8. Due to excessive grease.
9. Bad quality of grease.

Causes of axle box canting.

1. Excessive packing on spring seat.
2. Leakage of dashpot oil.
3. Wheel discs are not in proper position
4. Breakage of rear cover.
5. Misalignment of bogie and its components.
6. Excessive wear on axle box spring seat.

Overheating due to excess grease:

Too much volume will cause the rotating bearing elements to churn,
agitate the grease trying to push it out of the way. This results in
parasitic energy losses and high operating temperatures and increase the
risk of oil separation and bearing failure.
When too much grease is added the grease is compressed between the
bearing surfaces increasing pressure and resulting into heat.

Advantages of solid wheel.

1. It is lighter in weight.
2. It is very strong.
3. There is no danger of tyre loose or key loose.
4. It’s life is longer than that of tyre wheels due to increased
condemning limit on diameter at tread.
5. The heat caused due to braking and service run is dissipated at
faster rate in solid wheels.

VISUAL INSPECTION OF ROLLER BEARING

Roller bearing should be given a visual inspection at terminals at
lubrication intervals and when equipment is or repair track or in the
shop for any reason. Inspect for overheating, excessive leakage, broken,
loose or missing parts such as loose cap screws loose or defective seals,
Page | 62
cracked or broken cups, end caps, housing or adopters. Examine the
housing or adapters for proper sealing on the bearing and for excessive
wear defective parts must be reaped or replaced before the equipment is
returned to service.
1. Loose or missing cap screws.
a. Check for loose and/or missing cap screws.
b. Be sure that all tabs of the locking plate are properly bent up
against the flats of the cap screw heads.
c. Inspect for damage or wear to the end cap from a displaced
adapter.
d. If one cap screw is found loose or missing, remove all the cap
screw, apply a new locking plate properly torque tighten all the
3 cap screws and bent all tabs against the cap screw heads.
e. If 2 or more cap screws are found loose or missing, the wheel
set must be removed from the bogie. Remove the end cap. If
there is any evidence that the bearing is not properly heated or
if the lateral ply is within 0.03 to 0.38 mm; remove the bearing
from the axle for a complete inspection to determine the cause
and possible resulting damage.

2. Excessive accumulation of fresh grease around and seam may

indicate a loose, damaged or defective grease seal.
a. A grease seal that can be moved laterally (back or forth) or
rotated by hand using a suitable prove such as screw drive.
b. A grease seal that is cocked or displaced out of position in the
bearing outer ring.
c. A grease seal case that is damaged (bent) from an external
source.
d. Grease seal lips that are damaged.
e. The appearance of grease welfare is not in itself an indication of
and problem if inspection shows the grease seal is not damaged,
loose or displaced out of position.

Page | 63
3. Bearing running temperature:
Running temperature upto 38 degrees centigrade above
atmosphere may be expected under normal operating conditions.
If the bare hand cannot be held on the housing, adapter or bearing
cup for a few seconds and the bearing is noticeably warmer than other
bearing on the car, the bearing should be checked with a temperature
indicating cray on or a direct reading pyrometer. If the bearing
temperature is in excess of 90 degrees centigrade the bearing should be
removed for further examination.

4. Grease leakage: A small amount of Grease leakage around the

seals may be expected during the initial run in period. This leakage will
reduce to normal “weeping ” after the initial run in period.
In service centrifugal force due to bearing rotation will move some
grease out from between the end cup and axle into the bearing. When
the space between the cone and grease seal is full of grease this action
may cause a seal to leak temporarily.
a. When a bearing is found which appears to be leaking excessively
check for loose seals.
b. Subsequent inspections will determine if further attention is
required.
c. Over lubrication should be avoided. Over lubrication will cause
the bearing running temperature to increase. This increased
running temperature along with the increased churning action will
break down and deteriorate the grease.

5. Backing ring and adapter:

a. If a backing ring can be moved or rotated by hand, remove the
bearing from service.
b. Check the backing ring for damage or wear from and displaced
adapter.

Page | 64
c. An adapter out of position causes a load concentration on the
bearing and if continued in service for any length of tome may
result in serious bearing damage.

6. Accidental damage:
Roller bearing assemblies under equipment involved in derailment
or collision or subject to damage by fire, floods or other cause must be
shopped for inspection before being returned to service.
Bearing must be removed from the axles and sent to shop for
disassembling, cleaning and inspection in accordance with instruction.
After the removal of the bearing all axles must be checked for bent
condition in an axle lathe or with other suitable equipment. A bent axle
will cause premature bearing damage due to the oscillation movement
and uneven load distribution in the bearing.

7. Electric welding: When ever it is necessary to do any electric

welding on cars or wheel and axle assemblies equipped with bearings,
the ground cable must be clamped to or near the part being weld so that
no current will pass through the bearings.

AIR BRAKE SYSTEM

In Air Brake system compressed air is used for operating the brake
system. The locomotive compressor charges the feed pipe and the brake
pipes throughout the length of the train. The feed pipe is connected to
the auxiliary reservoir and the brake pipe is connected to the brake
cylinder through the distributor valve. Brake application takes place by
dropping the pressure in the brake pipe.

Page | 65
CLASSIFICATION OF AIR BRAKE SYSTEM

Page | 66
 The schematic layout shown illustrates the underframe mounted
twin pipe graduated release air brake system on main line coaches. The
components and their relative location is indicated in the schematic
layout.
Principle of operation of Twin pipe graduated release air brake
system Charging the brake system
 Brake pipe throughout the length of train is charged with
compressed air at 5 Kg/cm2.
 Feed pipe throughout the length of train is charged with
compressed air at 6 Kg/cm2.
 Control reservoir is charged to 5 Kg/cm2.
 Auxiliary reservoir is charged to 6 Kg/cm2.

Brake application stage

• For brake application the brake pipe pressure is dropped by
venting air from the driver’s brake valve. Subsequently the
following actions take place
• The control reservoir is disconnected from the brake pipe.
• The distributor valve connects the auxiliary reservoir to the brake
cylinder and the brake cylinder piston is pushed outwards for
application of brakes.
• The auxiliary reservoir is however continuously charged from feed
pipe at 6 Kg/cm2.

Description Reduction in B. P. Pressure

Minimum Brake Application 0.5 to 0.8Kg/cm2

Service Brake Application 0.8 to 1.0Kg/cm2

Full Service Brake Application 1.0 to 1.5Kg/cm2
Emergency Brake Application Brake pipe is fully exhausted and its
pressure reduces to almost zero.

Page | 67
Brake release stage:
 Brakes are released by recharging brake pipe to 5 Kg/cm2 pressure
through the driver’s brake valve.
 The distributor valve isolates the brake cylinder from the auxiliary
reservoirs.
 The brake cylinder pressure is vented to atmosphere through DV
and the Brake cylinder piston moves inwards.

The various Air Brake sub-assemblies and components are:

i) Common pipe bracket
ii) Intermediate piece
iii) Brake pipe and feed pipe
iv ) Brake pipe coupling
v) Cut-off angle cock
v i) Brake cylinder
v ii) Dirt collector
v iii) Auxiliary reservoir
x i) Slack adjuster
x) Distributor valve
x i) Isolating cock
x ii) PEASD
x iii) PEAV
x iv ) Check valve

The brief details of the air brake components and it’s maintenance
and test procedure is described below:

COMMON PIPE BRACKET

Common pipe bracket is mounted on the coach under frame
andis suitable for use with all type of distributor valves presently in
use on main line coaches.

Page | 68
INTERMEDIATE PIECE (SANDWICH PIECE)
An intermediate piece is mounted on the common pipe bracket
to fit the distributor valve on the common pipe bracket. The
intermediate piece serves the purpose of blanking all the other ports
on the common pipe bracket other than required for a particular
make of distributor valve. Each type of distributor valve is mounted
on the common pipe bracket with its own intermediate piece.

AIR BRAKE HOSES: Brake Pipe & Feed Pipe Hoses

To maintain continuity through out the length of train, the

brake pipe (BP) and feed pipe (FP) are fitted with flexible hoses.
Each hose is provided with palm end coupling. For easy
identification, coupling heads are painted with green colour for B.P
and white colour for F.P. Also raised letters 'BP' and 'FP' are
embossed on coupling heads representing Brake Pipe and Feed Pipe
respectively. Hose couplings must be checked for leakage of air

Page | 69
CUT OFF ANGLE COCK

Cut off angle cocks are provided both on brake pipe & feed
pipe on either end of each coach to facilitate coupling and
uncoupling of air hoses. When the handle of the cut off angle cock is
placed in closed position it cuts off the passage of compressed air,
there by facilitating coupling and uncoupling action.
The cut off angle cock consists of two parts viz. cap and body
which are secured together by bolts. The cap and the body together
hold firmly the steel ball inside it, which seated is on nitrile rubber
seat. The ball has a special profile with the provision of a groove at
the bottom portion for venting the air to the atmosphere.
On the top surface of the body a bore is provided for placing
the stem, to which a self locking type handle is fixed. When the
handle is placed parallel to the cut off angle cock the inlet port of the
cut off angle cock body is connected to the outlet port, through the
hole provided in steel ball. Thus air can easily pass through the
cock. This position of the handle is known as open position. When
the handle is placed perpendicular to the cock body the steel ball
gets rotated and the spherical and groove portion of the ball presses
against the sealing ring at inlet and outlet port, there by closing the
passage of inlet air and venting the outlet air through the vent hole.
This position of the handle is known as closed position.

Page | 70
 With the stem one leaf spring is provided which presses the
operating handle downwards. By virtue of this, handle gets seated in
deep grooves at ON / OFF position resulting in a mechanical lock.
Under normal working conditions, the handle of all cut off
angle cocks of BP are kept open except the rear end angle cocks
(BP). This facilitates in charging the complete air brake system with
compressed air supplied by the compressor housed in the
locomotive. Cut off angle cock fitted on the brake pipe is painted
green.

BRAKE CYLINDER

On every coach fitted with air brake system two brake

cylinders are provided for actuating the brake rigging for the
application and release of brakes. During application of brakes the
brake cylinder develops mechanical brake power by outward
movement of its piston assembly after receiving air pressure from
Auxiliary reservoir through the distributor valve. This is transmitted
to the brake shoes through a combination of levers. During release

Page | 71
action of brakes the compression spring provided in the brake
cylinder brings back the rigging to its original position. The cylinder
body is made out of sheet metal or cast iron and carries the
mounting bracket, air inlet connection, ribs and flange. To the
cylinder body, a dome cover is fitted with the help of bolts and nuts.
The dome cover encloses the spring and the passage for the
piston trunk, which is connected to the piston by screws. The piston
is of cast iron having a groove in which piston packing is seated.
Piston packing is of oil and abrasion resistant rubber material and is
snap fit to the piston head. The packing has self lubricating
characteristic which ensures adequate lubrication over a long service
period and extends seal life considerably. The piston packing also
seals the air- flow from the pressure side to the other side and is
guided by the wear ring. The wear ring prevents the friction
betweencylinder body andthe piston head. The piston sub assembly
incorporates a push rod, which can articulate and take minor
variations in alignment during fitment/operation. For preventing
knocking during running, a rubber anti rattler ring is also provided.

DIRT COLLECTOR :

Page | 72
 Dirt Collector is placed in the brake pipe line and feed pipe
line at a point from where a branch is taken off to the distributor
valve and the auxiliary reservoir. The air entering into the dirt
collector from the brake pipe and feed pipe is guided through
suitably shaped passages in the dirt collector body to produce
centrifugal flow. The air is then filtered through additional filter
assembly before it is passed to outlet on branch pipe side to provide
dust proof air to the distributor valve /auxiliary reservoir after
arresting fine dust particles. The dirt contained in the air descends
down and gets deposited in the dirt chamber. However, fine particles
are also arrested in the filter assembly. The dust particles
accumulated in the dirt chamber are removed by opening the drain
plug. Rubber gasket is provided between the cover and housing to
prevent leakage. Similarly leather washer is provided between the
housing and the drain plug to prevent leakage.
The dirt collector is to be completely dismantled and
overhauled in every POH.

AUXILIARY RESERVOIR

The auxiliary reservoir is a cylindrical vessel made of

sheet metal. On both the ends of the reservoir, flanges are provided
for pipe connections. One end of the auxiliary reservoir is connected

Page | 73
to the brake pipe through the distributor valve. Auxiliary reservoir is
charged through the feed pipe to a pressure of 6kg/sq cm. At the
bottom of the auxiliary reservoir, a drain cock is provided for
draining out the condensate /moisture. The auxiliary reservoir
should be overhauled in every POH.
Note: The dimension & tolerances of the auxiliary reservoir
shall be as indicated in latest revision of RDSO drawing number
SK-96081.

PASSENGER EMERGENCY ALARM SYSTEM

Passenger emergency alarm system consists of two components:
(i) Passenger Emergency Alarm Signal Device (PEASD).
( ii) 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.

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.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.

Overhauling
The passenger emergency alarm signal device should be
completely dismantled and overhauled during every POH or if
there is anysome specific trouble.

Page | 74
 PASSENGER EMERGENCY ALARM SIGNAL DEVICE

PASSENGER EMERGENCY ALARM VALVE (PEAV)

Passenger coaches are fitted with an alarm chain pull

arrangement to enable passengers to stop the train by pulling the
alarm chain from within the coach in case of any emergency.
Alarmchain in turn is connected to the two Passenger Emergency
Page | 75
Alarm Signal Device which are situated at either side of one end
wall of the coach. PEASD'S are connected to the Passenger
Emergency Alarm Valve PEAV through a 10mm control pipe. BP
pressure is fed to the PEAV through a 20mm branch pipe. In the
event of alarm chain pull air is depleted from the control pipe
connecting PEAV and PEASD causing BP pressure to exhaust
through the 4mm choke in the PEAV. This causes partial application
of brakes.
This drop in pressure in the brake pipe line is also observed in
the flow meter fitted in the locomotive for the driver to stop the
train.

CHECK VALVE
Check valve with choke (non return valve) is fitted in the
branch line of feed pipe before auxiliary reservoir. Check valve
allows flow of air in one direction as indicated by the arrow on the
body and reverse flow of air is prevented thus avoiding fall in
auxiliary reservoir pressure.

A choke of 3 mm is fitted at the outlet port of the valve to have

a uniform filling of air in the auxiliary reservoir of all the coaches in
a rake. The check valve with choke is completely dismantled and
Page | 76
overhauled once in every poh or when there is some specific
trouble.
ISOLATING COCK
Ball type isolating cocks are provided on the feed pipe branch
line before the auxiliary reservoir as well as on the branch pipe
leading to brake cylinders and passenger emergency alarm valve.
Isolating cocks can be operated to cut-off air supply to these
equipments as per the service requirements.
In recent coaches ball type isolating cocks vent type is
provided on the branch pipe leading to brake cylinder to drain brake
cylinder pressure in the event of brake binding.
The isolating cocks are to be completely dismantled and
overhauled once in every POH or when there is some specific
trouble.

GUARD'S EMERGENCY BRAKE VALVE

Salient Features
The guard’s emergency brake valve consists of a housing in
which a ball is housed. The ball has a through hole similar to the
isolating cock. To the ball a handle is fixed at the top. By operating
the handle the ball can be rotated along the vertical axis. When the
hole in the ball gets aligned with the inlet and the exhaust port the

Page | 77
compressed air can pass through the valve. However, for restricting
the flow of air a choke of 5mm is fitted in the exhaust port for
controlling the rate of BP exhaust. The inlet port of the valve is
connected to the brake pipe. In case of an emergency, the guard
moves the handle of the guard’s emergency brake valve so that it is
placed parallel to the inlet pipe. This action causes the air from the
brake pipe to be exhausted to the atmosphere through a choke of 5
mm. The drop in pressure in the brake pipe can also be observed in
the air flow meter provided in the locomotive cabin and the driver
applies the brakes for stopping the train. The handle of the guard’s
emergency brake valve has to be reset manually to normal position
before the brake pipe pressure is recharged.
Note: The general design and controlling dimension of guard’s
emergency valve shall conform to the latest revision of RDSO
drawing no SK-73549.
The guard's emergency brake valve should be completely
dismantled and overhauled in every POH.

SLACK ADJUSTER
Salient Features
Slack adjuster (also known as brake regulator) is a device
provided in the brake rigging for automatic adjustment of
clearance/slack between brake blocks and wheel. It is fitted into the
brake rigging as a part of mechanical pull rod. The slack adjuster is
double acting and rapid working i.e. it quickly adjusts too large or
too small clearance to a predetermined value known as `A’
dimension. The slack adjuster maintains this `A’ dimension
throughout its operation. The slack adjuster, type IRSA-450 is used
in passenger coaches, It is composed of the following parts
1) Adjuster spindle with screw thread of quick pitches (non self-
locking).

Page | 78
2) Traction unit containing adjuster nut, adjuster tube and adjuster
ear etc.
3) Leader nut unit containing leader nut and barrel etc.
4) Control rod with head.

The out standing features of slack adjuster IRSA-450 are:

Fully Automatic i.e. once initially set, no manual adjustment is
further necessary at any time during its operation.
Double-Acting i.e. The brake shoe clearance is adjusted to its
correct value both ways, either when it has become too large (owing
to wear of the brake shoes and wheels) or when it has become too
small (e.g. owing to renewal of `worn out brake blocks’).
Rapid working i.e. correct brake shoe clearance is automatically
restored after one or two applications of the brake.
Verification i.e. If resistance occurs early in the brake application,
caused by heavy brake rigging, e.g. an ice coating on the brake
shoes, etc., in such cases the slack.

Note:
The Slack Adjuster takes up100 mm per braking. Dimension A1
will be 98 + 1/-4 mm
SLACK ADJUSTER
Adjuster does not pay out slack immediately, but indexes the
amount of slack to be paid out. If the slack really is too small, the
Page | 79
slack adjuster will pay out this indexed lack at the next brake
application. Thus false payout will not occur.
True Slack Adjuster i.e. The slack adjuster adjusts incorrect slack
only, thus giving the brake its best possible pre-adjusted limit of
piston strokes, ensuring a smooth and efficient braking force at all
times.
Shock Resistant i.e. Train shocks will not cause false take-up or
payout of slack. When brakes are released, the moving parts of the
slack adjuster are securely locked.
Procedure for Brake Rigging setting and measurement of “A”
and “e” dimensions:-
The procedure to be adopted for operating brake rigging setting and
measuring ‘A’ and ‘e’ dimension is listed below:-
For ‘A’ dimension (16 +2/-0 mm for 13 t bogie and 22 +2/-0 mm
for 16.25 t bogie)

Ensure the air brake is in fully released condition and all the
brake rigging gears are in proper condition.
(i) Apply brake three to four times to ease the rigging, by dropping
and re-charging the air pressure in the brake pipe
(ii) Ensure once again that brake rigging is in fully released
condition.

If ‘A’ dimension is not correct

1. Remove pin securing the control rod in U bracket.
2. Detach control rod and rotate it to adjust the gap between barrel
end face & control rod head as specified in note above. Secure
the control rod in U bracket.
3. Apply brakes two to three times.
4. Check the ‘A’ dimension using the gauge.

Page | 80
5. Recheck dimension ‘A’ with brakes fully released after every
brake release.
6. Lock the control rod head firmly with check nut and tooth lock
washer.
7. Secure pin with split pin.

For ‘e’ dimension

(i) If slack is in excess beyond the capacity of slack adjuster (`e'
dimension 375+25mm) there won't be any slack take up
provision in the slack adjuster and slack adjuster will only act
as strut/pull rod. This is because of brake shoes and wheel
wear reaching their condemning limit/near condemning limit.
In such cases the `e' dimension can be restored by adjusting
link provided on the bogie frame head stock.
(ii) Measure ‘e’ dimension i.e. distance between protection tube
end and mark on adjuster spindle using measuring stick after
two or three brake application. It should be set to nearly to its
maximum limit i.e. 375±25mm.
Safety Precautions
 Always use wedge between wheel and rail before application
and release operations for setting and measuring A and e
dimension to prevent rolling of coach.
 Ensure no part of the worker’s body is in touch with moving
brake rigging gears during application and releasing of brakes.
 Do not touch or hold slack adjuster barrel while it is in motion.
 Before setting any dimension ensure wear of brake shoe does
not exceed to its minimum permissible worn limit (i.e.
thickness of the shoe should not be less then 20 mm).
 There won't be any slack take up provision in the slack adjuster
and slack adjuster will only act as strut/pull rod. This is
because of brake shoes and wheel wear reaching their
condemning limit/near condemning limit. In such cases the `e'

Page | 81
 dimension can be restored by adjusting link provided on the
bogie frame head stock.
 Measure ‘e’ dimension i.e. distance between protection tube end
and mark on adjuster spindle using measuring stick after two
or three brake application. It should be set to nearly to its
maximum limit i.e. 375±25 mm.

RAKE TEST
The Air Brake system of the rake, that are brought at primary/
secondary maintenance depot, on every round trip should be tested
by using a ‘Test Rig’ or with a locomotive. The different
activities/tests that are performed on the air brake assemblies of the
rake are as follows:

1.CARRY OUT VISUAL EXAMINATION

a) Procedure
 Check any loose suspension brackets and anti-pilferage
devices of all air brake subassemblies

Page | 82
 Visually inspect for any problem/ damage in the brake or feed
pipe hose pipe/coupling etc.
 Rectify or replace the problematic part/subassembly.

2. PREPARE SET UP FOR RAKE TEST

a) Concept
RaRkaekTe eTstesctancabne bpeerpfoerrfmoerm
d,ebdy, buysinugsiangpoartpaobrlteabdleevidceevcicaellecdalled
‘Test Rig’ or by a locomotive. The source of compressed air supply
to the test rig is through a compressor installed in the sick lines . A
schematic layout of ‘Test Rig’ is shown in figure

(b). Procedure
The necessary pre-requisite activities to perform rake test are as
given under:-
 Transport the rake in the primary maintenance depot for rake
test.
 Take the test rig near the rake.
 Connect the near end of the first coach under test, to the test rig
/ locomotive by connecting both the brake pipe (BP) and feed
pipe (FP) through coupling heads.
Page | 83
 Connect dummy coupling to BP and FP hose coupling on the
far end of the last coach on the rake, if the brake van is not
connected along with the rake.
 Open isolating cocks (2) and (5) of the test rig that are
connected to feed pipe and brake pipe of the first coach. Close
the isolating cocks (8),(9),(10) and (11). Or
 In the case of locomotive charge the brake pipe with 5kg/cm2
pressure by placing DBV at releasing and running position.
Then open the cock charging the feed pipe at 6.0 kg/cm2.
 Open the BP and FP angle cocks of the near end of the first
coach and all subsequent coaches of the rake.
 Close both angle cocks at the rear end of the last coach.
 Keep the driver’s brake valve handle in release position and
charge the system for 5 minutes. Check BP and FP pressures
and these should be 5 +/-0.1 kg/cm2 and 6 +/-0.1 kg/cm2
respectively.

LEAKAGE, SERVICE APPLICATION AND RELEASE TEST

Cut off the supply of compressed air by closing cock (2) and
(5) of the test rig. or cut off the supply of compressed air by
operating DBV and the isolating cock charging brake pipe and feed
pipe (if test is being conducted with the locomotive)
 If tested through the locomotive, excessive leakage will be
indicated in the drivers air flow indicator installed in the
locomotive.
 Watch the drop in pressure due to leakage in the pressure
gauges of the guard van or the pressure gauge attached, for 3
minutes and record the drop in pressure.
 Drop in pressure of more than 0.2 kg/cm2 per minute,
indicates that there is leakage in the system.
 Examine the coaches using soap water and listening for hissing
so u n d .
 Identify the leakage and take necessary remedial measures.
Page | 84
 Charge the Air Brake System to the required air pressure
through the test rig again.
 Open the isolating cock for brake pipe and feed pipe of the test
rig and make a full service application of brakes by reducing
the brake pipe pressure by 1.5 kg/cm2.Or in the case of
locomotive charge the brake pipe with 5 kg/cm2pressure by
placing DBV at releasing and running position. Then open the
cock charging the feed pipe at 6.0 kg/cm2. Make a full service
application of brakes by DBV.
 Check the piston strokes of brake cylinders of all the coaches
of the rake. The piston should be in applied position.
 Record the piston stroke.
 Release the brakes by charging the brake pipe to 5 kg/cm2.
 The pistons of all the brake cylinders should come to release
p o s i t io n
 Identify and rectify the defects by repairing or replacing of
defective assembly.
 Close the angle cock (2) and (5) of the test rig.
 Detach the brake pipe and feed pipe hose coupling connected
to the test rig.
 Observe the required safety precautions.
 Record the results

PROFORMA FOR RAKE TEST

Coach No.: Type of DV:
BP pressure: FP
pressure:
Specified Actual
Check

1 Leakage Rate
a) Brake pipe 0.2 kg/cm2/min (max.)
.
b) Feed pipe 0.2 kg/cm2/min (max.)

Page | 85
2 Service Application and Release Test
a) .Brake application when B.P.
pressure reduced to 1.5 Kg/cm2 Brake should apply
b) Observe Piston stroke of brake
cylinder
Record the piston stroke Piston in applied
position

SINGLE CAR TEST

Single Car Test’ is performed on a coach to ensure proper
functioning of Air Brake System. It is generally performed on the
sick coach that are attended on the sick line or on the coaches that are
subjected to primary maintenance schedule ‘C’. Single car test is
also carried out after Periodic Overhauling and after every change of
distributor valve in the workshop.
Note : Whenever any subassembly of the air brake system
on a coach is changed, it is recommended that single car testing
must be done for the coach.

The different tests performed during single car test of a coach:-

Test1: Leakage Test.

Test2: Sensitivity and Insensitivity Test.
Test3: Brake Application and Release Test.
Test4: Graduated Application and Release Test.
Test5: Emergency Brake Application Test.
Test6: Passenger Emergency Valve Test.
Test7: Guard’s Emergency valve Test
Test8: Check and adjust Slack Adjuster.

Page | 86
TOOLS & EQUIPMENTS
 Single Car Test Rig.
 Spanners 10mm, 12mm

CONCEPT
Single Car Test is performed, by using a portable device called
‘Single Car Test Rig’. This test rig provides all facilities like that of
a driver’s brake valve. The source of compressed air for test rig is
through a compressor installed insick lines for conducting various
tests without the need of a locomotive.

PREPARATION FOR TEST

i) Place the coach on the pit line for single car test.
ii) Arrange the single car test rig device near the coach.
iii) Ensure adequate air supply so that steady pressure of 7.5
kg/cm2 is maintained at the inlet of single car test device.
iv) Close isolating cock of the distributor valve and the pipe
connected between the compressor and Single Car Test Device
(SCTD).
v) Open cut off angle cocks of both BP and FP on both ends of
the coach.
vi) Connect the near end of coach under test, to the test rig by
connecting both brake pipe (BP) and feed pipe (FP) through
coupling heads.
vii) Open isolating cock (2) and (5) of the test rig that are
connected to feed pipe and brake pipe of the coach. Open
isolating cock (15) also.
viii) Blow air into both BP and FP to scavenge the pipes.
ix) Open dirt chamber of the Dirt Collector and clean the
accumulated dirt and moisture, after cutting off air supply. Re-
assemble the dirt collector.
x) Connect dummy coupling to BP and FP hose coupling on the
far end of the coach. Close isolating cock (2) and (5).

Page | 87
x i) Connect pressure gauges on Auxiliary reservoir and brake
cylinders.
xii) Open isolating cocks (2) and (5) of the test rig that are
connected to feed pipe and brake pipe of the coach. Close the
isolating cocks (8),(9),(10) and (11) of the Test rig.
xiii) Open isolating cock of the distributor valve.
xiv) Open the BP and FP angle cocks of the near end of the coach
xv) Close both angle cocks at the other end of the coach.
xvi) Keep the driver’s brake valve handle in release position and
charge the system. Check BP and FP pressures of the test rig
and these should be 5 +/-0.1 kg/cm2 and 6 +/-0.1 kg/cm2
respectively. Wait for 3 minutes to ensure stabilized pressure.
xvii) Before conducting the test it is important to ensure that the
entire Test Rig is pressure tight.

Test1: Leakage Test

 Close cock (5) of the test rig and record the drop in BP
pressure for 3 minutes. The drop should not exceed 0.2 kg/cm2
in one minute.
 Close FP cock (2) and record the drop. It should not exceed
0.2 kg/cm2 in one minute.
 Joints/connections to sub-assemblies. It should be tested with
soap water for ascertaining leakage. Any leakage found should
be rectified.

Page | 88
Test2: Sensitivity and Insensitivity Test
i) Open cocks (2), (5) and (11) of the test rig, to fully charge the
system including the reservoir.
ii) Close cock (5) and open cock (9) to reduce the air pressure in
the BP choke at the rate of 0.6 kg/cm2 in 6 seconds.
iii) Check sensitivity by recording the time within which brakes
get applied.
iv) Close cock (9), after the test.
v) Open cock (5) and charge the air brake system till brakes are
released.
vi) Close cock (5) and now open cock (10) to reduce the air
pressure in the BP choke at the rate of 0.3 kg/cm2
vii) Check the insensitivity by recording the time within which the
brakes do not apply.
viii) Close cock (10) and (11) of the test rig, after the test.
Test3:Brake Application and Release Test
i) Open cocks (2) and (5) of the test rig, and charge the system
for 5 minutes.

Page | 89
ii) Keep brake application to full service position by driver’s
brake valve on the test rig.
iii) Record the Brake Cylinder (BC) filling time for BC pressure
rising from 0 to 3.6 kg/cm2. The filling time should be
between 3 to 5 seconds.
iv) Record the maximum BC pressure when it get stabilized,
which should be 3.8 +/-0.1 kg/cm2.
v) Record the BC piston stroke and check that brake blocks are
binding on wheels. Piston stroke should be between 85 to 130
mm.
vi) Release the brakes through driver’s brake valve by charging
the BP to 5kg/cm2, after conducting the test.
vii) Record the draining time of both the cylinders for BC
pressure dropping from 3.8 to 0.4 kg/cm2,. This should be
between 15 to 20 seconds. The piston should reach initial
position and brake blocks should gets released fully.

Test4 : Graduated Application and Release Test

i) Charge the brake pipe and feed pipe at 5 kg/cm2 and 6 kg/cm2
respectively.
ii) Apply brake in steps by driver’s brake valve handle and record
the Brake Pipe Pressure (BP) and the Brake Cylinder (BC)
pressure.
iii) BC pressure should rise in steps and BP pressure should
decrease in steps.
iv) Release the brakes in steps by driver’s brake valve handle and
record the BP and BC pressure.
v) BC pressure should decrease in steps and BP pressure should
rise in steps. When the BP pressure rises to 4.85 kg/cm2 the
BC will get fully released.
Test5 : Emergency Brake Application and Release Test
i) Charge fully the Air Brake system of the coach by opening
cock (5) of the test rig.
Page | 90
ii) Open cock (8) for emergency application.
iii) Record the Brake Cylinder (BC) pressure and check for any
leakage in BC for 5 minutes.
iv ) Pull the manual release handle for a short time (about 10
seconds).
v) Check BC pressure drops to zero.
v i) Close cock (8) and open cock (5) of the test rig, after the test is
over.

Test6: Passenger Emergency Valve Test

 Open cock (5) and (2) of the test rig and charge the brake pipe
and feed pipe at 5 kg/cm2 and 6 kg/cm2 respectively.
 Pull the alarm chain from inside the coach.
 Observe alarm disc rotates situated on the end wall.
 Observe air exhaust with hissing sound from (pilot valve)
PEASD and PEAV that are connected to the Brake Pipe (BP).
 Observe partial brake gets applied.
 Observe that the Micro/limit switch operates and indication
lamp on the coach glows.
 Observe the drop in brake pipe pressure on the test rig.
 Reset the alarm signal disc with the help of resetting key or
with the fixed key.
 Hissing sound should stop and brakes should get released.

Test7: Guard’s Emergency Van Valve Test

i) Open cock (5) and (2) of the test rig and charge the brake pipe
and feed pipe at 5 kg/cm2 and 6 kg/cm2 respectively.
ii) Close cock (5) and then operate guard’s Valve handle.
iii) Observe the air from Brake Pipe (BP), exhausts with hissing
sound and the brakes in the guard van gets applied depending
on exhaust of air.
iv) Reset the handle and observe the exhaust of air stops.
v) Observe and note the drop in BP pressures on test rig.
Page | 91
v i) Observe simultaneous drop of BP and FP pressure gauges
provided in guard’s Van.
vii) Close the Guard’s van valve.
viii) Observe standard safety precautions.

Test8:Check and Adjust Slack Adjuster

a) Control Dimension ‘A’ for slack Adjuster

Slack adjuster is a device for automatic adjustment of the

clearances between the wheel and the brake blocks. It quickly
adjusts to; too large or too small clearances to the pre-determined
value- dimension ‘A’ during application and release of brake.

Procedure
i) Ensure the air brake is in fully released condition and the brake
rigging is in proper condition.
ii) Apply brake three to four times to ease the rigging, by
dropping the air pressure in the brake pipe.
iii) Ensure once again the brake rigging in full release condition.
iv) Set the dimension ‘A’ between the control rod head and the
barrel head to 16 + 2/-0 mm for 13t bogies and 22 +2/-0 mm
for 16.25 bogies.
v) Remove pin securing the control rod in the ‘U’ bracket.
vi) Detach control rod and rotate to enable refitting control rod
and pin when the dimension ‘A’ is correct.
vii) Apply brake few times at correct brake pipe pressure.
viii) Check the limits specified.
ix) Recheck dimension ‘A’ with brakes fully released and correct,
if necessary.
x) Lock the control rod head firmly with nut and tooth lock
washer. Secure pin with split pin.
xi) Observe the necessary safety precautions.

Page | 92
b) Dimension ‘e’ of Slack Adjuster.
The dimension ‘e’ which is 375 +/-25mm represents the
capacity available for adjustment and will decrease as wear takes
place at the brake shoes , wheels and pin joints.The maximum value
of dimension ‘e’ should be within the permissible limits for each
value when:
i) All brake shoes are new.
ii) All pin joints have new pins and bushes.
iii) All wheels are new.
iv) Adjust the length of one of the pull rods and piston stroke is
checked again, if dimension ‘e’ is not within permissible limits.

PROFORMA FOR SINGLE CAR TEST

Coach No Type of DV BP pressure FP pressure
Check Specified Actual
1. Leakage Rate
c) Brake pipe 0.2 kg/cm2/min (max.)
d) Feed pipe 0.2 kg/cm2/min (max.)
2. a) Brake cylinder filling time 3 to 5 seconds
(from 0 to 3.6 kg/cm2
b) Max. BC pressure 3.8 +/-0.1 kg/cm2
3. Brake cylinder release time 15 to 20 seconds
2
(from 3.8 to 0.4 kg/cm )
4. Sensitivity and insensitivity
a) Brake application when BP is Brake should apply
reduced at the rate of 0.6
kg/cm2 in 6 seconds
b) Brake application when BP is Brake should not apply
reduced at the rate of 0.3
kg/cm2 in 60 seconds
5. Emergency brake application 3.8 +/-0.1kg/cm2
and release
Maximum brake cylinder Brake cylinder should get
pressure fully released
Manual release of brake cylinder
after emergency

Page | 93
 6. Graduated application and BP pressure decreases in
release steps and BC pressure
a) Application builds up in steps
0.1kg/cm2 within 5
minutes
b) Leakage in BC pressure in 5 BP pressure increases in
minutes after emergency steps and BC pressure
application reduces in steps
c) Release
7. Piston stroke 85 to 130 mm
8. Passenger alarm system 1) Air to exhaust from
Pull the handle PEAV & PEASD
2) Brakes should apply
3) Coach indication light
should glow
Exhaust of air should stop
and indication light should
Reset PEASD extinguish
9. Guard’s emergency valve test 1) BP air to exhaust
a) Operate Guard’s valve handle 2) Brakes should apply
Air exhaust to stop
b) Normalise the handle Gauges should register
Testing of BP and FP gauge in variation in BP and FP
guard’s compartment pressure

BOGIE MOUNTED AIR BRAKE SYSTEM

In order to overcome the problems of slack adjuster
failure as well as problems associated with cast iron brake
blocks, a design of brake system incorporating 8" size two
cylinders on each bogie along with ‘K’ type high friction
composite brake blocks has been introduced.

DESIGN FEATURES OF THE SYSTEM

This type of system is exactly similar to the standard air brake
system except for the following:
a) External slack adjuster is removed/ eliminated

Page | 94
 b) Four cylinder of 8" size is provided for each coach in place
of two cylinders of 14" in standard air brake system. These
cylinders have built in single acting slack adjuster for taking the
slack created between wheel and brake block on account of wheel /
brake block wear. Mounting of cylinders is done on either side of
the bogie frame in between central longitudinal members
connecting the bogie transom to the headstocks. Each cylinder
controls the braking on one wheel set. Each cylinder has a piston
take up stroke of 32 mm and adjustment capacity of 305 mm
c) High friction composite brake blocks of ‘K’ type have been
used.
d) 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.
e) Curved profile pull rods have been used to interconnect levers
controlling braking one wheel set. These pull rods provided with
one additional hole for the adjustment of slack between wheel and
block after specified amount of wear.
f) Since brake cylinders have been mounted on the bogie frame,
15mm. bore pneumatic pipeline has been laid over bogie frame to
inter connect the brake cylinders of one bogie. Output pipe line of
distributor valve has been connected to bogie pneumatic line
through flexible hoses to provide flexibility to alround dynamic
movement.
COMPOSITE BRAKE BLOCK
Low friction composite brake blocks have the following benefits:
 Reduced braking distance due to uniform co-efficient of
friction.
 Reduced weight
 Reduction in the replacement of brake blocks vis a vis cast
iron due to higher wear life in train operation.
 Reduced wear and tear of brake rigging.
Page | 95
  Reduced noise during braking.

Characteristics of composition brake blocks

Composition of material: The composition of material constituting
the brake blocks must be chosen to give the best balance between :
 The braking characteristics
 The wear and service life of blocks
 Wear on the running surface of the wheels
 The effect on adhesion between the rail and wheel

ii. Requirement concerning friction

 The average coefficient of friction is 0.2

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Page | 96
 As far as possible the coefficient of friction must be independent of
the initial braking speed, the state of bedding-in of the brake block, the
specific pressure also the temperature and atmospheric conditions.

 Under the effect of dampness, the average coefficient of friction

must not vary, with the other condition remaining the same, by more
than ±15% in relation to the value obtained during braking when dry.
 After prolonged braking followed by braking to a stop,
particularly high temperature occur. Even in the case of these
temperatures (maximum 400 0C on the opposing friction surface) the
average coefficient of friction must not vary with the other conditions
remaining the same – by more than ±15% in relation to the value
obtained during braking in cold and dry state.

iii. Geometrical characteristics of the brake blocks

 The constructional features of the brake blocks must enable them
to wear down to a thickness of 12 mm including the back plate,
without the latter coming into contact with the running surface of the
wheel.
iv. Mechanical and physical characteristics
The various elements making up the brake blocks must be spread
uniformly in the body of the block. There must be no pitting, flaws or
other defects. The material must not attack the opposing friction
surface or give rise to the formation of metal inclusions.
 Composition brake blocks must not bring about more serious heat
damage to the wheels (hot spots, cracks, flaking) than would be
caused by cast iron blocks used in the same way on the same wheels.
The values of specific weight, thermal conductivity, hardness, bending
strength and the modulus of elasticity must be given for acceptance
purposes.

Page | 97
 No method is laid down for fixing the composite material part to
the back plate. The back plate must be designed to support the stresses
likely to occur.
 The composition blocks must not affect to an unacceptable
degree the adhesion values between wheel and rail obtained on
vehicles braked with cast iron inserts.

Non-asbestos ‘K’ type composition brake block

 The use of asbestos is prohibited.
 The use of lead or zinc in the metal state or in the form of
compounds is not advised. The same applies to all other compounds,
if in the form of powder, particles or gas produced during the used of
the brake blocks, they may constitute a danger to health.

Marking
Each block must bear the following marks:-
 Name of manufacturer
 Date of manufacturer (month and year)
 Material code including ‘KA’ for asbestos type and ‘KNA’ for
non-asbestos type.
 Type of service ML.
These marks, preferably punched, cut or stamped, must be applied so
that the block can be identified, even after being fully worn in service.

Comparison of properties/Usage of composition brake block Vs

Cast Iron Brake block
'L' type CBB 'K' type CBB CI

Appli-cability All coaches with All coaches with All coaches

underframe bogie mounted with vacuum
brake system brake and
mounted air brake
under frame
system
mounted brake

Page | 98
 system

Speed Upto 110 KMPH upto 110 KMPH Upto 140

KMPH

Coefficient of 0.12 to 0.14 0.25 max. 0.12 to 0.14

friction

Weight Approx. 3 kg. Approx. 3 kg Approx. 9 kg.

WORKING PRINCIPLE
There is no change in the overall brake system in bogie-mounted
arrangement up to the action of distributor valve. Here the system will
respond to action on A-9 valve in similar fashion as in the case of
standard air brake system. Working of bogie mounted brake system
beyond distributor valve is explained below.
Application
INLET PLUG
compressed
sauipr pislied from
2 loco

3
C
4
8

7
1
6 9
0
b

BRAKE GEAR ARRANGEMENT FOR BOGIE MOUNTED BRAKE

SYSTEM

For application of brakes, driver moves the handle of A-9 valve

in the application position. By this movement the brake pipe pressure
is reduced which is sensed by distributor valve to operate brake
cylinder . Pneumatic pressure in the brake cylinder causes piston
assembly to move outward thereby causing lever to rotate about its
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fulcrum thus bringing brake block to come in contact with the
wheel through the brake beam . Since lever is hung on the bogie
frame through lever hangers, it will start moving forward about
another fulcrum after brake block (first case) has contacted wheel .
This forward motion of the lever about fulcrum will cause pull rod
to move forward thereby causing lever to swing about fulcrum and
hence resulting in contact of brake block against wheel through
brake beam .Extent of brake cylinder pressure developed in the brake
cylinder will depend upon the extent of reduction in brake pipe
pressure. Maximum brake cylinder pressure developed is 3.8 +/ - 0.1
kg/cm2 as in the case of standard air brake.
For release of the brakes, driver moves handle of A-9 valve to
release position. By this movement, the brake pipe is charged to the
required pressure of 5 kg/cm2. This actuates the distributor valve and
brake cylinder is cut off from the auxiliary reservoir. The air from
brake cylinder is exhausted to atmosphere and brakes are released.

Slack up Action
Cylinders of bogie mounted brake system are provided with
automatic slack take up features. As soon as the piston stroke exceeds
a pre determined value (on account of either brake block or wheel or
both) a ratchet with adjusting screw fitted inside the cylinder turns
thereby increasing the length of the piston rod automatically. During
return stroke, the adjusting movement takes place. A red paint mark
on the adjusting tube assembly indicates that piston unit has extended
over its full range and requires resetting of pull rod .

COMPARISION OF IMPORTANT PARAMETERS

In the underframe mounted brake gear arrangement, it is seen
that there are 51 pin joints per bogie in the system. To reduce the
number of pin joints, levers, pull rods and push rods, bogie mounted
brake system for mainline coaches have become a viable alternative.

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Comparison of bogie brake system with conventional air brake
system for various parameters is as follows:-
I te m Conventional Air Brake Bogie Mounted
System Brake System

Weight reduction (as - 492 kg.

compared to conventional air
brake system)
Braking distance at 110 905 m 800 m
kmph
(18 coaches)
No. of pins and bushes 102 84
Brake block wear rate 3 cc/kwh 1.325 cc/kwh
Hand Brake Attachment
On the Piston trunk of brake cylinder hand brake trunions are fitted
whenever it is required. During the service application the hand brake
trunion does not move. The maximum hand brake stroke required at
the trunion corresponds to maximum brake cylinder stroke.
Re-Setting
A red paint mark on the Adjusting tube sub-assembly indicates
that the piston unit has extended over its full range and requires re-
setting. The design of brake rigging unit is done in such a way that
range of slack adjuster covers the life of brake blocks so that resetting
and replacing the brake blocks will be done at the same time. While
keeping the adjusting screw stationary, by turning the adjusting tube
sub-assembly in clock wise direction the distance between piston to
cross head is reduced to minimum level. The resetting of unit takes
place at position.
Procedure for Re-setting
Hold the latch out of engagement with the resetting plate. The
adjusting tube should be turned in clockwise direction by means of
the lugs until it reaches the inner end. Then reengage the latch.

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AMENITIES AND SAFETY FITTINGS
AMENITIES
Passengers pay money to undertake their journey comfortably and
safely .So they have to be provided with some basic facilities to make
the journey comfortable and safe. For this purpose each coach is
equipped with many fittings for the utility the passenger as per their
class . All these fittings are called as Amenity fittings. The different
Amenity fittings are.

Main door handle Berth

W in d o w Roof ventilator
Coat hook Light and fan
Foot steps to climb to upper berth Snack table
Seat Arm rest
Curtains in AC class Magazine
Mirror Wash basin
Luggage rake Toilet
Cock Mugs
Shower Air freshener
Reading lamp Night lamp
Soap disc Flush valve
Commode Commode lid

SAFETY FITTINGS
The fittings which are provided for the safety of the passengers
inside a coach. These fittings are provided in every coach irrespective
of the class of the coach.
The different Safety fittings are.

Berth chain to secure the berths Safety bars on window

Window shutters Fire Extinguishers

Window shutters locking Hand rail at the entrance

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 arrangement
Foot steps Latches in window shutters
Main door latches Locking arrangement for vestibule
doors and rolling shutters
Guard rail on upper berth FAC Alarm Chain
Tower bolt Emergency window

Types of suspension systems used in Indian Railways and the

factors to be considered in the design of suspension system:
Springs and shock absorbers (Dampers) are the basic elements of
suspension system.

• Primary suspension: It connects the bogie frame to the axle.

• Secondary suspension: It connects the vehicle body to the bogie
frame.

Suspension system is classified into two categories

1. Single stage suspension 2.Two stage suspension.

Single stage suspension Two stage suspension

1 This system has either It has both primary as well as
primary or secondary secondary suspension.
suspension but not both. In
most of the single stage
suspension design secondary
suspension is used.
2 Single stage suspension is Two stage suspension is used
used in wagon. where:
• Where comfort is not the • Comfort is the important criteria.
important criteria. • High speed potential required.
• Simple design and easy • The ratio of pay load to tare weight
maintenance. is very low.
• Moderate speed.
• The ratio of pay load to tare
weight is higher.

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DRAW & BUFFING GEAR

ENHANCED SCREW COUPLINGS

i) Description
Enhanced draw gear and screw coupling components were earlier
manufactured from Stc. 60.61 VSM10661 steel. The draw gear &
screw couplings are designed for a proof load of 60t (both) and a
breaking load of 108t & 112t respectively.
In 1998, the material for the draw gear and screw coupling
components has been upgraded to IS:5517-93 Grade 35 Mn6M03 to
enhance the proof load to 75t (both) and a breaking load of 130 t
(both). Specifications C -9509 and C -9505 apply to these draw gear
and screw coupling respectively. The dimensions of these draw gear
& screw couplings are the same as earlier.

Location of wear Wear limit Suggested no go gauge

Root of hook near point of 13 mm Profile gauge with 15 mm
contract with bent link adjustable projection
62 mm dia pin hole 3 mm 65 mm flat
Bottom side of shank 56 15 mm 41 mm snap
mm height
Draft key slot(159 mm) 13 mm 173 mm flat
38 mm width 2 mm 40 mm flat
Hook opening 48 mm 5 mm 46 mm go
53 mm no go plug
Draw Bar:
Location of wear Wear Suggested no
limit go gauge
155mm draft key slot 9 mm 164 mm snap
39 mm shank body 3 mm 36 mm snap
Slot width 38 mm 2 mm 40 mm flat
Threads M39x3 1 mm Thread profile

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Draft Key
Location of wear Wear Suggested no go gauge
limit
Draw bar seating 139 mm 4 mm Profile gauge with 5 mm
adjustable projection
Draw hook seating 139 4 mm Profile gauge with 5 mm
mm adjustable projection
Thickness 36 mm 4 mm 32 mm snap
Cotter hole 14 mm dia 2 mm 16 mm plug

Rubber draft pads

The rubber pads should invariably be changed as a set every
alternate POH. The sets should not be formed from supplies from
different suppliers. Furthermore, the pads should be checked every
POH for bulging, perishing or having got set to a length below 186
mm. Replace the pads (as a set) if found defective.
Draft Yoke

Component Wear location Wear limit Suggested no go gauges

Draft yoke 45 mm dia hole 3mm 48 mm flat

Bush 32mm dia hole 1mm 33 mm flat

Draw gear pin

 Replace pins, found damaged, bent or worn more than 1 mm
anywhere on the nominal diameter (31 mm).

Draw hook beam

Wear location Wear limit Suggested no go gauge
Wearing piece 6 mm snap gauge 12 mm thick
Locating pins 25 mm dia 6 mm 19 mm snap

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 Component Wear location Wear Suggested no go gauge
limit
Straight link 61 mm dia hole 2 mm 63 mm flat
Straight link 47 mm dia hole 2 mm 49 mm flat
Bent link 42 mm dia stem 3mm 39 mm snap

Component Wear location Wear Suggested no go gauge

limit
Bent link 47 mm dia hole 2 mm 49 mm flat
Bent link 78 mm ‘U’ gap 3 mm 77 mm to go 85 mm no go
on each gauge
ar m
Pin on draw 60 mm dia 2mm 58 mm flat
hook
Screw 55 x 6.35 mm 1 mm K thread profile gauge
k/thread
Trunnion Thread 1 mm K thread profile gauge
LH/RH 55.635x6.35
Knuckle K/thread
-do- 76 mm thickness 4 mm 72 mm snap
-do- 46 mm dia pin 2 mm 44 mm snap

ICF TYPE BUFFER OF BG MAINLINE COACHES

Description
Presently enhanced capacity (1030 kg.m) buffer conforming to
specification No. IRS-M 10 are fitted in all BG mainline coaches .
Earlier buffer had a plunger with curved face. During reclamation a
wear plate with centre hole as per SK-81142 is fitted and plug is
welded at centre to prevent rotation of buffer spindle. To avoid
welding of centre plug, an integral face plate is to be provided and the
new buffer assembly should be to SK 98145
Rubber buffer pads are to be procured and used as a pack from RDSO
approved sources.
Buffer casing of earlier design are to IRS drawing no W/BD 392 &
393. In order to reduce the stress level on fixing bolts and prevent
cracks in underframe headstock, the size of base of casing and location
of fixing holes were increased and design of casing to RDSO SK
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94043 and SK 94044 has been advised to PU’s and Railways in 1994.
Railways may use both existing and revised design of casings
depending on the location of holes available in the underframe head
stock.

Buffer casing
 Examine the buffer casing for cracks, damage, deformation &
wear. The casing worn more than the wear limit and found cracked
should be discarded. The elongated holes can be filled with weld
metal and re drilled to 26 mm dia. The location of 4 holes are 60.3
+/- 0.2 mm from centre of casing along width &174.5 ± 0.2 mm
along length in buffer casing to IRS W/BD – 3 9 2 / 3 9 3 . The
respective dimensions in casing to SK 94043/94044 are 85 ± 0 .2
mm&174.5 ± 0.2 mm. These dimensions should be checked and
restored ,if found different.

Wear location Wear limit Suggested

g a ug e
Buffer casing body wall thickness 5.5 mm in wall I n s id e
11.5 mm thickness micrometer
Fixing hole in the base 26 mm dia 2 mm on dia 28mm flat

Buffer plunger
Examine the plunger for wear, cracks & deformation. The
plunger worn more than the wear limit on body and cracked should
be discarded. Worn out face plates shall be replaced.
 The wear limits are as follows :
Wear location Wear Suggested gauge
limit

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 Buffer plunger tube wall 4mm Micrometer
thickness 9 mm
Plunger face/face plate 19 11m 1905 mm curvature gauge
mm m with depth measurement.

 Place buffer spindle in the plunger and rivet cast steel face plate
to Sk 94254 with 6 Nos. of 16 mm dia flat CSK rivets on buffer
plunger from face plate side. No gap should exist. Circumferential
welding of face plate with plunger is prohibited

Rubber buffer pads

 Rubber buffer pads should invariably be changed as a set at
every alternate POH. The set should not be formed from different
supplies. Further more, the pads should be checked every POH for
perishing or permanent set to a length below 424 mm.

Buffer spindle
Inspect the spindle for straightness, wear on body and threads.
Straighten the spindle, if required.

Wear location Wear Suggested no go

permitted gauge
Buffer spindle body 40 mm dia 5 mm 35 mm snap
Threads M 39 0.5 mm thread profile gauge

Destruction Tube

 Check the destruction tube for bulging, corrosion. Replace the

damaged/corroded destruction tube.
BUFFER HEIGHT
Buffer height in B.G. stock shall be within limits given below on
level track:

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Empty Loaded
1105 mm (maximum.) 1030 mm (minimum.)
BUFFER PROJECTION
Buffer projection from the headstock on broad gauge wagons should
be within limits shown below:
For Long Case For Short Case
Maximum 635 mm 456 mm
Minimum 584 mm 406 mm
After POH, the projection shall not be less than 625 mm and 445
mm for long case and short case buffers respectively.

CENTRE BUFFER COUPLER(CBC)

GENERAL
There are two main arrangements of draft and buffing gear in
use on Broad Gauge. The older arrangement, which is found on few
wagons, consists of a screw coupling with side buffers. In this design
the draft load is transmitted through the screw coupling, draw hook
and draw hook springs while the buffing force is borne by the side
buffers. The conventional screw coupling (WA/BD-125) has a
working load of 22.5t. The restrictions of size and weight limit the
extent to which the draft capacity of this coupling can be improved.
Recognizing this fact, the other arrangement on BG wagons is that of
a Centre Buffer Coupler (CBC) which transmits both draft and
buffing loads. The knuckle type centre buffer coupler was adopted
for BOX, BOXN and other new design of wagons. Later on, a
smaller knuckle type coupler, known as the Alliance-II coupler, was
introduced for four wheeler wagons. The working strength of
CBC is 120 tonnes. CBC also has a transition version called
“Transition Coupler” which incorporates a screw coupling and a pair

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of side buffers to permit attachment with wagons fitted with screw
coupling.

CENTRE BUFFER COUPLER & DRAFT GEAR

Indian Railway uses AAR type centre buffer couplers having E-
type head and F-type shank for freight stock on Broad Gauge
system.
A) The draft capacity of the AAR coupler depends on the strength
of knuckle, which is weakest link in the assembly. The yield strength
of knuckle Grade `C' & Grade `E' is 132t and 180t respectively.

B) ADVANTAGES OF AAR CENTRE BUFFER COUPLER

 Coupler and buffing gear are both located together at the centre
of the wagon.
 Centre buffer coupler is identical at either end of the wagon and
hence wagon direction is immaterial.
 Coupling action between wagons is automatic.
 With transition arrangement, coupling with screw coupling is
possible.

PARTS OF CENTRE BUFFER COUPLER ASSEMBLY

The main parts of Centre Buffer Coupler are as under:-
i) Coupler body
ii) Knuckle
iii) Knuckle pivot pin with washer
iv) Lock
v) Knuckle thrower
vi) Toggle
vii) Universal lock lift lever connector
viii) Lock lift lever hook
ix) Lock lift rivet
x) Lock lift lever rivet
xi) Top lifter hole cap

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xii) Yoke pin
xiii) Yoke
xiv) Yoke pin support.
xv) Striker casting
xvi) Striker casting wear plate
xvii) Shank wear plate
xviii) Yoke support plate
xix) Draft Gear arrangement with front follower
xx) Safety bracket with anchor plate
xxi) Uncoupling gear arrangement
xxii) Back stop
xxiii) Clevis for Transition type coupler only
xxiv) Screw coupling for Transition type coupler only
xxv) Clevis pin for transition type coupler only

MAINTENANCE SCHEDULE OF COACHING TRAINS

TYPE OF SCHEDULE PERIODICITY
Trip schedule At the end of each trip or as prescribed
Schedule A 1 month +/- 3 days
Schedule B 3 months +/- 7 days
IOH 9 months +/- 30 days
All these schedules except trip schedule are primary
maintenance schedules.Primary maintenance schedule are required to
be carried out by the base depot to which coaches are allotted.
Each coach should be stenciled at a suitable place on its end
panel, the code name base depot and a schedule chart with dates.

TRIP SCHEDULE EXAMINATION:

The coaches shall be washed and cleaned thoroughly from
outside and inside.The following items should be attended
1. Underframes.
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 2. Bogie frames
3. Axle box
4. Axle guards
5. S p r in g s
All under gear components should be examined and repaired as
necessary to ensure that there is no rejectable defect.
The following undergear components should be specially examined
1. Oil in hydraulic dashpots.
2. All moving, rubbing parts should be lubricated.
3. Safety brackets or straps and under gear safety fastening should
be examined and repaired or replaced as necessary.
4. Wheel tyre profiles and thickness of tyres should be visually
examinedand gauged if in doubt.
5. Alarm signal apparatus should be tested with a spring balance.
6. Brake gear should be checked and piston stroke is adjusted.
7. Functioning of DV is checked.
8. Door, latches, catches, locks, handles and tower bolts are to be
checked and put right.
9. All bunks and berth are to be checked and put right.

SCHEDULE A:
1. All items of trip schedule.
2. Intensive cleaning of coaches.
3. Intensive cleaning of lavatory pans and commode with cleaning
agent and equipment.
4. Proper fitting of commode chute.
5. Thorough flushing of tanks.
6. Checking of water pipes, flush pipes, push cock, flush
valve, etc.
7. Thorough disinfection of all compartments.
8. Thorough cleaning of chimneys of pantry cars, tourist cars by
wire brushes.

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9. Thorough inspection of train pipe, air hoses, cylinder, brake
system.
10. Cleaning, greasing and testing of alarm chain.
11. Cleaning of dirt collector.
12. Thorough inspection and repair of draw gears and
buffers.
13. Checking and replenishment of oil inside bearer baths and
dashboards.

SCHEDULE B:
1. All items of schedule A.
2. Painting of lavatories from inside.
3. Thorough inspection and repair of brake gear components.
4. Thorough checking of trough floor, turn under from underneath
for corrosion.
5. Testing and repair of roof.
6. Touching up of painted portion if faded, lettering etc.
SCHEDULE C/IOH:
1. All items of schedule B.
2. Thorough repair of running gear including running of the bogies.
3. Touching up of damaged paint of coaches on outside as well as
inside.
4. Polishing of the polished surfaces.
5. Thorough check of shock absorbers.
6. Thorough cleaning and removal of dust, rust, dirt, etc.
7. Thorough cleaning and repair of cushions, curtains.
8. Thorough checking and full repair of all window shutters, safety
catcher,safety latches, staples and haspsof compartment,lavatories,
body side and vestibule doors for case of operation.
9. Thorough checking and repair of vestibules, their bellow door,
step, locking etc. For case of operation and safety.
10. Thorough checking and repair of all worn out portion of PVC
flooring and the compartments.
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11. Ultrasonic flaw detection test of axles and bolster hanger pins.
12. Attention to corrosion repair of all coaches such as sole bar,
doorways, lavatories, corridor sides.
13. SLRs are to be given special attention for checking of corrosion
as these coaches are subjected to get corroded due to loading of
fish, chemicals and salts etc.

POH WORKSHOP REPAIR:

1. Lifting the body off the bogies.
2. Inspection of the underframe.
3. Underframe repair.
4. Corrosion repair.
5. Lowering of the coach body.
6. Repair to the draw gear components.
7. Screw couplings.
8. Buffer gear.
9. Buffer spindle.
10. Buffer and draft gear springs.
11. Buffer assembly.
12. Windows.
13. Sealed windows of air condition coaches.
14. Body side door.
15. Sliding doors of upper class compartments.
16. Sliding doors of language room.
17. Vestibule doors.
18. Corridors doors of air condition coach.
19. Over head tanks.
20. Plumbing work.
21. Water raising apparatus.
22. Roof.
23. Roof insulation-false ceiling.
24. Body inside panels.
25. Seats

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 26. Reclining seats of chair cars.
27. Compartment flooring.
28. Bathroom flooring.
29. Ventilator flooring.
30. Anti pilferage measures.
31. Painting of coaches (interior and exterior).
32. Marking of coaches (lettering).
33. Checking for moving dimension.
Codal life:
1. Steel bodied coach- 25 yrs
2. IRS coach- 30 yrs
3. Light utilization coach- 40 yrs
4. Restaurant cars- 25 yrs
IRCA (Indian Railway Conference Association):
Indian Railway Conference Association situated in New Delhi
gives out the rules for the standard and condemning sizes of various
components used on a rolling stock. It also gives the guidelines for
maintenance of rolling stock in workshops and in open lines. The rule
books issued for the carriage and wagons department are
Part III – for wagon stock. Part IV – for coaching stock.
IRCA part iii and part iv each contains 4 chapters.
Chapter I - Definitions
Chapter II - Workshop repair practice.
Chapter III - Maintenance practice in open line
Chapter IV - Rejection rule.

Suspension systems used in Indian Railways.

Springs and Shock absorbers (Dampers) are the basic elements of
suspension system

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Primary Suspension
It connects the bogie frame to the axle

Secondary Suspension
It connects the vehicle body to the bogie frame
Suspension system is classified into two categories
(i) Single Stage Suspension System
( ii) Two Stage Suspension System
Single Stage Suspension System
This system has either primary or secondary suspension but not both.
In most of the single stage suspension design secondary suspension is
used.

Two Stage Suspension System

It has both primary as well as secondary suspension.
Single Stage Suspension is used in
(i) Where comfort is not the criteria.
( ii) Simple design and easy maintenance.
( iii) Moderate speed.
( iv ) The ratio of pay load to tare weight is higher.
Double stage (Two Stage) Suspension System is used where
(i) Comfort is the main criteria.
(ii) Higher speed potential required.
(iii) The ratio of pay load to tare weight is very low.
Example:
Four wheeler vehicles have only primary suspension. Two stage
suspension system is only possible in eight wheeler vehicles .

Page | 116
Loco Leakage Test
1. Angle cocks of front and rear of the loco should be in closed
condition.
2. Building pressure of 5kg/cm2.
3. Dropping pressure of B.P by 0.6kg/cm2 with the help of A-9
valve.
4. Wait for stabilization of needle on 4.4 kg/ cm2
5. Close ¾” cut out cock /LT (Lead trail) cock then wait for 5
min. The drop should not be more than 0.7kg/ cm2
6. If the drop is more, the loco is defective.

Loco Compressor Capability test

1. Keep A-9 in Release position.
2. Create MR-8 to 10 kg/cm2.
3. B.P 5 kg/cm2.
4. Open the Angle cock of Engine to drain out the moisture.
5. Close the Angle cock.
6. Create the B.P 5kg/cm2.
7. Couple 7.5 mm dia. Leak hole special test coupler with B.P on
rear of Loco.
8. Open the angle cock and observe B.P pressure. The drop should
not be more than 1 kg /cm2 in ONE minute MR should not
drop below 8kg/cm2. If the drop is more compressors is
incapable to maintain the required pressure.

Train Leakage Test

1. Connect all F.P/ B.P
2. Build MR Pressure 8 kg -10 kg/cm2 and B.P 5 kg/cm2 in
loco
3. Ensure no leakage through couplings and continuity .
4. Check the pressure at rear vehicle (4.8kg/cm2)

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5. Move A-9 to application and reduce the brake pipe pressure to
4kg/cm2.It is done to check the application of brake and leakage
in brake cylinder.
6. Once BP stabilize close lead trail cock.
7. Wait for 60 seconds for gauge setting then note the pressure
drop in B P gauge of loco for 5 min.
8. The drop in 5 minutes should not be more than 1.25/ for wagon/
1.0 kg/cm2 for coach respectively.
9. If the leakage is more then
a. Look for hissing sound, locate and arrest, if not able to arrest
then isolate the coach/wagon.
b. If the leakage is from DV and cannot be corrected, replace the
DV or coach/wagon isolation can be done by closing DV isolation
cock.

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