QUIZ ON LHB AIR BRAKE SET 1

March 28, 2021March 27, 2021 by admin

LHB AIR BRAKE SET 1

Quiz on LHB General Set1

BPC RULES
FREIGHT TRAINS IN SWR
AS PER SWR/M/ N/31/POLICY.
Dt : 11/2009

BRAKE POWER CERTIFICATE

It is a vital doc ready by the practice examiner in prescribed kind in triplicate and collectively signed by
Train examiner, Guard and loco pilot.
This is issued after a by way of examination and testing of the formation for the effectiveness of brake energy

CERTIFICATE BRAKE POWER CERTIFICATE

CLOSE CIRCUIT RAKES.- YELLOW.
PREMIUM RAKE-GREEN.
END TO END AIR BRAKE- GREEN,
END TO END VACUM BRAKE- PINK

SPEED RESTRICTIONS

*Speed restrictions if any, are to be clearly entered within the Brake Power Certificate, When the practice having any restriction
because of
*ISMD hundreds,

*Traveling Crane,
*Damaged automobiles / Sick automobiles.
*Clamped wagons.

PATTERN OF EXAMINATION

* CLOSED CIRCUIT RAKE
– AIR BRAKE STOCK ONLY
*PREMIUM INTENSIVE END TO END
– BOX N, BTP N & BCN ONLY
* NON CLOSED CIRCUIT INTENSIVE RAKE [END TO END].
-VACUUM AND AIR BRAKE STOCK

INTENSIVE TRAIN EXAMINATION

*CLOSE CIRCUIT RAKE
* PREMIUM RAKE
* END TO END
* AIR
*VACUUM

BRAKE POWER

*CLOSED CIRCUIT RAKE. ———————100%

* PREMIUM INTENSIVE END TO END.————–MINIMUM – 95%.

* INTENSIVE RAKE [END TO END]. 1. AIR BRAKE – 90%.
2.VACUUM BRAKE- 85%.

VALIDITY OF BPC

CLOSED CIRCUIT RAKE 30 DAYS/ 6000 KMS WHICHEVER IS EARLIER

35 DAYS/ 7500 KMS WHICHEVER IS EARLIER

PREMIUM 12 DAYS PLUS
GRACE PERIOD OF THREE DAYS INTENSIVE END TO END.

INTENSIVE RAKE UPTO LOADING POINT & FURTHER TO UN LOADING [END TO END].

POINT BPC SHALL BECOME INVALID

In case of cc rake ,if
*Rake is stabled for greater than 24 hrs in practice examination yard.
*The kilometers are notrecorded/discontinued by the practice crew (legitimate just for 20 days)
from the date of challenge of BPC.

BPC SHALL BECOME INVALID

In case of cc rake ,if

* Rake integrity is disturbed for greater than 4 wagons [ 10 fwus].
* Formations with invalid BPC to be moved on GDR test to the closest TXR level

IMPORTANT CHECKS BY GDR ON CC RAKE

* BPC ready in triplicate and yellow in color
* In BPC the names of zones overwhich legitimate ought to solely be talked about

IMPORTANT CHECKS BY GDR ON CC RAKE

* Individual wagon quantity and bv ought to be entered in BPC
*Validity in kms/days whichever is earlier
*Individual wagon quantity and bv ought to be entered in BPC

IMPORTANT CHECKS BY GDR ON CC RAKE

* Validity in kms/days whichever is earlier
* Post loading test of all trains loaded with metal consignment will probably be accomplished by C&W workers

IMPORTANT CHECKS BY GDR ON CC RAKE

* No intermediate examination is required by TXR apart from the unloading of wagons accomplished by
trippling operation
* In case lower than three rakes are being trippled per day test will carried out by GDRIMPORTANT CHECKS BY GDR
ON CC RAKE
* Any detachment/attachment of wagons at out stations shall entered and endorsed by GDR in BPC
* The rakes happening the ghat part wager CLR-QLM and SKLR-SBHR will probably be checked C&W workers for adequecy of
minimal brake energy of 90% (or as per Local Rule)

IMPORTANT CHECKS BY GDR ON CC RAKE

*For different railway cc rakes operating on SWR when invalid in empty situation will endorsed by nearest nominated
TXR level
*For SWR or different railway cc rakes operating on SWR when invalid in loaded situation will probably be moved by
GDR test

CC RAKE

NO CC RAKE SHALL BEDISSIPATED,DISINTEGRATED OR DISSOLVED WITHOUT THE SPECIFIC

APPROVAL OF CFTM AND CRSE

IMPORTANT CHECKS BY GDR PREMIUM END TO END BPC

BPC will probably be inexperienced in color
Formed out of air brake solely
Intensively examined in empty
situation

IMPORTANT CHECKS BY GDR PREMIUM END TO END BPC

BPC legitimate for 12 days from the date of challenge
After lapse of 12 days grace interval of three days be permitted after intensive examination at first examination level

PREMIUM END TO END BPC

After the lapse of 15 days from the date of challenge even loaded rake will shall be provided for examination at first TXR level
Rakes will probably be allowed for a number of loading /unloading

PREMIUM END TO END BPC

Rakes will turned out minimal of 95 % of brake energy
After every loading/unloading the rake will probably be examined by GDR earlier than beginning PREMIUM END TO END
In case of mechanised loading/unloading examination by TXR will probably be fascinating
Invalid BPC formations to be moved on GDR test to the closest TXR level.

INTENSIVE (END TO END) EXAMINATION VACUUM BRAKE AND AIR BRAKE.

Normally empty rakes shall be provided for examination
BPC inexperienced in color for air brake and pink paper for vacuum inventory

INTENSIVE (END TO END) EXAMINATION VACUUM BRAKE AND AIR BRAKE.

Individual wagon numbers will probably be entered in BPC
Originating brake energy forvacuum brake 85 %
Originating brake energy for airbrake 90%

BPC OF END TO END RUNNING OF TRAINS INVALID IF

Rake is stabled for greater than 24 hrs at originating station or any enroute yard having practice examination amenities.
Destination not talked about in BPC of loaded practice.

BPC OF END TO END RUNNING OF TRAINS INVALID IF

Destination talked about in bpc of empty examined practice
Formations with invalid bpc to be moved on GDR test to the closest TXR level

BPC OF END TO END RUNNING OF TRAINS INVALID IF

Rake integrity is disturbed for greater than 4 wagons [ 10 fwus].
Vacuum brake inventory empty examined rake not attain the loading level inside four days of challenge of BPC together with the day
issued.

BACK LOADING OF TRAINS

Back Loading is Permitted the place
facility of freight trainexamination exists, the loaded rake to be examined and BPC issued.BACK LOADING OF TRAINS
Non TXR station , the rake to be checked by guard and LP as per process and moved as much as the subsequent nominated freight
examination level in path of motion

POST LOADING /POST TIPPLING CHECKS BY GDR

All CBCs and Air hoses are correctly coupled and locked
All angle cocks on the linked finish are in open situation

POST LOADING /POST TIPPLING CHECKS BY GDR

Last angle cock is in closedcondition
Empty/Load machine deal with is in correct placeHand brakes are in launched situation
Doors of wagons are closed and lockedContinuity of air stress /vacuum earlier than beginning
Prepare a joint memo in triplicate and signed by GDR and hand over a duplicate to SM

BENEFIT FROM LHB COACHES

October 23, 2020 by admin

UNIT- 1: LHB COACHES

Indian Railways has entered in a contract (no.95/RSF/142/2 (GP-122)) with M/s.LHB, Germany
for provide of contemporary gentle weight excessive velocity coaches. The coaches are of air-conditioned kind
chair automobile and generator automobile, that are match for operation at velocity of 160 kmph. Coaches shall have a
velocity potential of 200 kmph with appropriate additions.
The coaches shall have the passable efficiency implies that Sprelling RI shall be ideally
beneath 2.5 however not exceeding 2.75.The coaches shall be designed to adapt to the principal
dimension/ requirement given hereunder:

1. Track gauge = 1676mm.
2. SOD, IRSOD = 1676mm gauge of 1939 (Reprinted 1973).
3. Sharpest curve to barter = 175m.
4. Super elevation = 165mm max.
5. Min. Clearance above rail stage = 102mm.
6. Pay load on AC coach = 8.zero T.

BENEFIT FROM LHB COACHES:-
1. Higher carrying capacity- these coaches are about two meter longer than ICF coaches. This
further size means two extra rows of chairs in chair automobiles of 1 extra method in sleeper
coaches.
2. Better pay to tare ratio- LHB coaches shall weight roughly 40.Three tonnes. This weight is
lower than ICF coaches even with 2meter further size.
3. Low corrosion- these shall be low corrosion on LHB coaches on account of excessive utilization of
chrome steel higher design and manufacturing strategies.
4. Low maintenance- Replacement or elimination of sub-system shall be required solely after one
million kilometres. These aren’t any door handles projecting exterior the coach and mechanised
automobile washing in facilitated.
5. LHB coaches have authentically superior inside with GRP panels for aspect wall and roof
panelling. They may be eliminated simply for upkeep, resist water seepage and are put on
resistance.
6. These aren’t any seen screws contained in the passenger compartments.
7. Higher passenger comfort- Ride index of two.5 (not exceeding 2.75) has been specified.
8. LHB coach provides higher passenger security due to- Use of fireside retardant materials for
furnishing.
• Provision of emergency open ready home windows.
• Centre buffer couplers, vertically interlocked.
Visible door have thermal locking.
9. LHB coach provides higher passenger facilities due to- A)More house for pantry.
B) Individual studying gentle within the chair automobile.

C) Ergonomically designed chairs with reclining again relaxation (seat backside sliding characteristic
offered moreover for government class chairs).

LHB COACH PARAMETRES
1. Gauge -1676mm
2. Length over physique – 23540mm
3. Buffer centres   – 1956mm
4. Maximum width over physique – 3240mm
5. Height of the centre line of coupler from rail stage – 1105mm
beneath tare situation
6. Height of compartment ground coupler from rail stage – 1303mm
beneath tare situation.
7. Maximum distance between innerwheels – 12345mm
Maximum buffer drop beneath gross load worn situation – 75mm
8. Maximum peak of the centre line of aspect buffer    – 1105mm
above rail stage for empty automobiles
9. Minimum peak of centre Line of aspect buffer above   – 1030mm
Rail stage for loaded automobile
10. Maximum peak of centre of screw coupling above rail    -1055mm
stage for empty automobiles
11. Maximum axle load Permissible    – 16 tonne

CDTS UNIT

LHB coaches are fitted with managed discharge rest room unit to keep away from swelling of monitor in station
and inhabited areas. Waste is saved in to an intermediate tank which is closed by a slide wall
managed by a microprocessor. The slide wall opens routinely at velocity above 30KMPH.
Toilet items are fitted with button operated flush valves, which flush with pre water utilizing
compressed air. Tanks have a capability of storage of fabric for fifteen flushes and must be
earlier than it may be used additional.
Lavatory air flow system is to teach AC system of the coach by means of grills and exhaust fan.
Exhaust fan opens in finish wall to keep away from suction of the soul odor in AC methods.

FLEXIBLE FOAM PADDED CHAIRS
There 78 chairs within the second AC chair automobiles and 56 chairs in government class organized in rows of two
and three chairs weight of a single chair for second AC chair automobile is roughly 21 kg towards 28

kg in current IR coaches. The chairs have light-weight aluminium body seat cushion and again
relaxation are made of fireside retardant PU foam.

BRAKE SYSTEM
a) Axle mounted disc brake with 2 disc per axle are used. This shall laid down upkeep
necessities of brake methods.
b) 640mm*110mm discs.
c) Condemning wheel dia of 845mm (New 915mm).
d) Microprocessor managed wheel slide safety machine with all 4 axle managed.
e) Braking distance of 18 coach double headed practice from a velocity of 160 kmph is 1200 meter.
f) Bogie stage isolation for brake methods.
g) EP brakes.
h) Indicators to point out that brakes are utilized.
i) Hand brakes solely in energy automobiles.
j) All brake parts are mounted in brake system.
ok) Cutting ring kind of pipe fittings for air tightness.
l) Stainless metal pipes for corrosion resistance.
m) Independent brake cylinder for every disc.
n) Asbestos free composition brake pads.

PASSANGER ALARM SYSTEMS
a) Emergency brake utility within the occasion of ACD.
b) Air exhaust by means of 19mm chokes as per UIC.
c) UIC pull deal with.
d) Pull handles are positioned on each the doorway partitions of the passenger compartment and in addition
bathrooms.
e) Coupler forces are required to be inside restrict of the coupler energy.

DRAW AND BUFFING GEAR
The coaches shall be supplied with tight lock centre buffer coupler and anti-climbing characteristic and
be succesful with AAR kind coupler fitted on locomotive to IR Specification 56-BD-92.

SALIENT FEATURES OF LHB COACHES
These coaches are longer by 1.7 meters than the ICF coaches and therefore extra variety of
passengers may be accommodated in a given coach. As the size of the coach is longer the
variety of coaches required to kind a formation is decreased and therefore total price of
upkeep turns into much less.
These coaches are fitted with Axle Mounted Disc brakes to have an efficient brake energy
to cease the practice throughout the emergency braking distance. As the brake forces are performing on
the Discs that are mounted on the Axles, the damage on the wheel tread prompted on account of tread
brake is eradicated and therefore the lifetime of the wheels are significantly elevated.
These coaches are fitted with Wheel slide safety machine to stop the wheel from
getting skid. Due to varied causes it’s doable for any one of many wheel to have lesser
velocity when in comparison with the opposite three wheels and in such a case it releases the air from

the brake cylinder of the affected wheel routinely to stop the wheels from getting
skid
These coaches are fitted with Brake accelerator within the Brake pipe to deliver BP stress to
zero throughout emergency brake utility. The brake accelerator connects the Brake pipe
with exhaust throughout emergency utility to facilitate quicker releasing of air from the
brake pipe.
These coaches are supplied with FIAT bogies, that are designed to run at a velocity of 160
KMPH.
These coaches are fitted with Controlled discharge Toilet system designed to discharge the
human waste when the velocity reaches above 30 KMPH after completion of 15 flushing.
The goal of this rest room system is to maintain the station premises clear and hygienic.
These are fitted with tight lock AAR centre buffer coupler with anti-climbing characteristic to
stop the climbing of 1 coach over one other in case of accidents.
The wheelbase of Bogie is 2560 mm.
These coaches are fitted with earthling machine to stop damages to the Roller bearings.
These coaches are fitted with roof mounted AC bundle items.
The following tools’s are operated by electronically operated management system
(Computer)
a. Wheel slide safety machine.
b. Controlled discharge rest room system.
c. Water pumping machine.
d. Roof mounted AC bundle items
The driving index of LHB coach is 2.75 when in comparison with 3.25 in case of ICF Coaches
The passenger emergency alarms sign units are offered inside passenger
compartment. This is to keep away from operation of PEASD by unauthorized individuals from exterior.
There isn’t any mechanical linkage like a sequence and this deal with immediately operates the PEASD
valve for venting the brake pipe stress.

C&W objective question’s answer

October 6, 2020 by admin

FOR QUESTION CLICK HERE(1 TO 100)

ANSWERS

1.	A	41.	A	81.	B	121.	B	161.	D
2.	B	42.	B	82.	D	122.	A	162.	A
3.	C	43.	B	83.	A	123.	B	163.	A
4.	D	44.	A	84.	B	124.	B	164.	B
5.	C	45.	A	85.	A	125.	A	165.	D
6.	B	46.	B	86.	C	126.	A	166.	A
7.	A	47.	A	87.	B	127.	B	167.	C
8.	B	48.	D	88.	A	128.	A	168.	D
9.	C	49.	A	89.	C	129.	C	169.	C
10.	C	50.	A	90.	D	130.	D	170.	A
11.	C	51.	C	91.	A	131.	A	171.	C
12.	A	52.	B	92.	C	132.	B
13.	A	53.	D	93.	A	133.	B
14.	B	54.	A	94.	B	134.	B
15.	B	55.	A	95.	D	135.	B
16.	C	56.	A	96.	B	136.	B
17.	D	57.	D	97.	C	137.	A
18.	B	58.	D	98.	C	138.	B
19.	A	59.	D	99.	A	139.	B
20.	B	60.	C	100.	B	140.	A
21.	B	61.	A	101.	D	141.	B
22.	A	62.	A	102.	B	142.	A
23.	C	63.	C	103.	C	143.	C
24.	D	64.	A	104.	A	144.	C
25.	A	65.	B	105.	A	145.	B
26.	B	66.	B	106.	A	146.	A
27.	B	67.	A	107.	B	147.	D
28.	B	68.	B	108.	A	148.	A
29.	B	69.	C	109.	A	149.	C
30.	A	70.	A	110.	A	150.	C
31.	A	71.	D	111.	A	151.	B
32.	B	72.	A	112.	B	152.	A
33.	C	73.	B	113.	B	153.	B
34.	C	74.	C	114.	D	154.	A
35.	C	75.	B	115.	A	155.	B
36.	A	76.	B	116.	A	156.	C
37.	A	77.	C	117.	A	157.	A
38.	C	78.	D	118.	B	158.	A
39.	D	79.	A	119.	A	159.	B
40.	A	80.	A	120.	C	160.	A

C&W objective question bank with ans (1 to 100 questions)

October 6, 2020 by admin

C&W Objective Question Bank
(English Version)
Fill within the blanks selecting up the suitable possibility.
1. Riding Index of ICF Coach is ———–.
(a) 3.5 (b) 4.78 (c) 5.8 (d) 2.2
2. Maximum Speed of LHB Coach is ————-KMPH.
(a) 120 (b) 160 (c) 110 (d) 130
3. ————— curler bearing is utilized in BTPN.
(a) Cylindrical (b) Plan (c) Cartage taper (d) Ball
4. POH of BOX N Wagon is finished on the interval of ————-month.
(a) 12 (b) 09 (c) 18 (d) 54
5. POH of ICF Coach is finished on the interval of ————month.
(a) 24 (b) 12 (c) 18 (d) 30
6. Axle Load of Non- AC coach is ————-ton.
(a) 16.0 (b) 13.0 (c) 20.3 (d) 18.3
7. Minimum buffer peak of coach from Rail stage is —————mm.
(a) 1030 (b) 1105 (c) 900 (d) 1075
8. Length of modified brake beam hanger in Indo-German challenge is ———–mm.
(a) 325 (b) 235 (c) 250 (d) 150
9. Maximum Flange thickness of worn wheel profile is ………… mm.
(a) 22 (b) 16 (c) 25 (d) 28.5
10. Roof sheet thickness in BCNA wagon is ————–mm.
(a) 2.4 (b) 0.6 (c) 1.6 (d) 2.5
11. Material of Floor sheet of BOXR wagon is ————–
(a) Mild Steal (b) Corton Steal (c) Stainless Steel (d) Non of them
12. Wheel base of casnub bogie is —————— mm.
(a) 2000 (b) 2400 (c) 1200 (d) 900
13. Length of anchor hyperlink is ———–mm.
(a) 451 (b) 500 (c) 580 (d) None of those
14. Testing of alarm chain is finished at ———–Kg weight.
(a) 05 (b) 10 (c) 25 (d) 20
15. Greasing of equalizing keep rod is finished in————–schedule.
(a) A (b) B (c) C (d) D
16. A dimension of excessive velocity Coach is ————-mm.
(a) 16±2 (b) 18±2 (c) 22±2 (d) None of those
17. DCP Type fireplace extinguisher is appropriate to extinguish ————– fireplace.
(a) Diesel (b) Electric (c) Petrol (d) All
18. There are………….Nos. of toilet in a LHB coach
(a) 02 (b) 03 (c) 04 (d) 06

19. Minimum buffer peak of products wagon is ————-mm.
(a) 1030 (b) 1075 (c) 1105 (d) 995
20. Minimum Wheel dia of Casnub Bogie is ————-mm.
(a) 1000 (b) 906 (c) 1092 (d) 950
21. Condemn peak of Elastomeric Pad is ————-mm.
(a) 40 (b) 42 (c) 46 (d) None
22. ———— bearing is utilized in UIC Bogie.
(a) Cylindrical (b) Spherical (c) CTRB (d) None of those
23. Permissible variation in Wheel dia of identical casnub bogies of
a wagon is ————mm.
(a) 5 (b) 10 (c) 13 (d) 25
24. Permissible restrict of sharp flange of wheel is ————mm.
(a) 35 (b) 50 (c) 16 (d) None of those

25. ————mm packing is utilized in Casnub Bogie to regulate CBC peak.
(a) 37 (b) 25 (c) 35 (d) None of those
26. A dimension of BOXN is ————mm.
(a) 70 ± 2 (b) 70+2-0 (c) 50 ± 2 (d)22 ± 2
27. In empty situation of BOXN Piston stroke is ————mm.
(a) 75±10 (b) 85±10 (c) 130±10 (d) 60±10
28. BOXNHL feed pipe strain is ———— Kg/Cm2
(a) 5 (b) 6 (c) 3.8 (d) None of those
29. Axle is checked by ————.
(a) DPT (b) UST (c) Wheel gauge (d) None of those
30. Track gauge distance on a straight observe is ————mm.
(a) 1676±6 (b) 1600+2-1 (c) 1599 (d) None
31. Over hauling of Alarm chain system is finished after ———— Month.
(a) 3 (b) 5 (c) 9 (d) None of those
32. Centre pivot of Casnub Bogie is manufactured from ————
(a) Cast Iron (b) Cast metal (c) Mild Steel (d) Stainless Steel
33. Proof load Capacity of improve screw coupling is ————ton.
(a) 36 (b) 70 (c) 75 (d) 130
34. In one unit of BLC wagon there are ———— automobile A unit.
(a) 3 (b) 5 (c) 2 (d) 4

35. Maximum buffer peak of products wagon is ————mm.
(a) 1030 (b) 1075 (c) 1105 (d) 995
36. Maximum Wheel dia of UIC bogie is ————mm.
(a) 1000 (b) 990 (c) 1092 (d) 950
37. Free peak of CC Pad is ————.
(a) 114 (b) 36 (c) 56 (d) None of those
38. ———— bearing is utilized in casnub bogie.
(a) Cylindrical (b) Spherical (c) CTRB (d) None of those
39. Permissible Wheel dia distinction of each casnub bogies of a wagon is
————mm.
(a) 5 (b) 10 (c) 13 (d) 25
40. Permissible restrict of Deep flange in wheel is————mm.
(a) 35 (b) 50 (c) 28 (d) 22
41. 37 MM packing is utilized in 22 WM casnub bogie to regulate CBC peak wheel
dia————mm
(a) 924 (b) 900 (c) 905 (d) 950
42. A dimension of BTPN is————mm.
(a) 70 ± 2 (b) 70+2-0 (c) 50 ± 2 (d)22 ± 2
43. Piston stroke of BTPN (empty situation) is ————mm.
(a) 70±10 (b) 87±10 (c) 130±10 (d) 117±10
44. Brake pipe strain is————Kg/Cm2
(a) 5 (b) 6 (c) 3.8 (d) 4
45. ———— is checked with tyre defect gauge.
(a) wheel defect (b) Buckle defect (c) CBC defect (d) door defect
46. Wheel gauge (distance between two wheels) is ————.
(a) 1600±2 (b) 1600+2-1 (c) 1599 (d) 1676±3
47. Riding index of LHB coach is ————.
(a) 2.75 (b) 2.0 (c) 4.8 (d) None of those
48. Friction cofficient of Okay kind composite brake block is ————.
(a) 1.4 (b) 2.8 (c) 1.6 (d) 0.25
49. In one unit of BLC wagon there are ———– automobile B unit.
(a) 3 (b) 5 (c) 2 (d) 4

50. ———– gms Grease is utilized in CTRB.
(a) 455±30 (b) 250±30 (c) NIL (d) 1500
51. ————— curler bearing is utilized in BTPGLN Coach.
(a) Cylindrical (b) Plan (c) Cartage taper (d) Ball
52.IOH of ICF Coach is finished within the interval of ————-month.

(a) 12 (b)9 (c) 18 (d) 54
53. Limit of flat tyre in wagon is ———–mm.
(a) 20 (b) 50 (c) 75 (d) 60
54. Axle Load of AC coach is ————-Ton.
(a) 16.3 (b) 13.3 (c) 20.3 (d) 18.3
55. Minimum buffer peak of a wagon from Rail stage is —————mm.
(a) 1030 (b) 1105 (c) 900 (d) 1075
56. ‘A’ schedule of teaching inventory is finished after ————–month.
(a) 01 (b) 03 (c) 09 (d) 12
57. Speed restrict of A Class ODC throughout day is ————– kmph.
(a) 100 (b) 110 (c) 90 (d) 40
58. Minimum Flange thickness in worn wheel profile is ————-mm.
(a) 22 (b) 16 (c) 25 (d) 20
59. A- dimension of BOXN is ————–mm.
(a) 85 (b) 22 (c) 16 (d) 70
60. Material of Floor sheet of BOXNHL is ————–
(a) Mild Steal (b) Corton Steal (c) IRSM 44 (d) None of those
61. Wheel base of UIC bogie is —————— mm.
(a) 2000 (b) 2400 (c) 2896 (d) none of those
62. Lateral and longitudinal steerage to wheel of ICF bogie is taken from …………. .
(a) Dashpot (b) Spring (c) Side bearer (d) None of those.
63. E- dimension of BOXN is ————-mm.
(a) 255 (b) 300 (c) 555 (d) None of those.
64. Speed of Medical vane is fastened at ————– kmph .
(a) 100 (b) 110 (c) 75 (d) 120
65. Permissible velocity of Four wheel tank wagon (in empty situation) is ………….. kmph
(a) 100 (b) 60 (c) 90 (d)110
66. Piston stroke of BVZI is ————– mm.
(a) 22 (b) 32 (c) 72 (d) None of those.
67. Length of LHB coach is…………mm.
(a) 23540 (b) 22996 (c) 26740 (d) 24351
68. Maximum diameter of Axle mounted Disc brake in LHB coach is………….mm
(a) 890 (b) 640 (c) 540 (d) None of those.
69. Thickness of brake pad in disc brake system is…………mm
(a) 32 (b) 38 (c) 35 (d) 40
70. No. of brake cylinders in a single LHB coach are ………..
(a) 08 (b) 04 (c) 18 (d) 16
71. No. of dump valve in a single LHB coach are………
(a) 08 (b) 02 (c )06 (d) 04
72. Type of coupler utilized in LHB coach is……….
(a) H-type. (b) HETA (c) Alliance-II (d) None of those.
73. Cylinder Piston stroke of LHB coach is………mm
(a) 32 (b) 10 (c) 15 (d) None of those.
74. Cylinder dia of disc brake system is————–inch.
(a) 08 (b) 18 (c) 10 (d) 12
75. Capacity of auxiliary reservoir of LHB coach is……litre
(a) 100 (b) 125 (c) 200 (d) 150
76. Choke dia of PEAV of LHB coach is………mm
(a) 08 (b) 19 (c) 7.5 (d) None of those.
77. POH of LHB coach is finished within the interval of…..months.
(a) 12 (b) 18 (c) 36 (d) 48
78. Total no. of shock absorbers in fiat bogie are……….
(a) 04 (b) 08 (c) 09 (d) None of those
79. No. of articulated arms in fiat bogie are………..
(a) 04 (b) 08 (c) 06 (d) None of those.
80. Primary suspension utilized in fiat bogie is……….

(a) Double-nest coil spring (b) single-nest coil spring (c) shock absorber (d) None of those.
81. Lateral & longitudinal steerage of fiat bogie is made by………….
(a) Dashpot (b) Articulated management arms (c) aspect bearer. (d) None of those.
82. New Wheel dia of fiat bogie is……………mm
(a) 940 (b) 825 (c) 1000 (d) 915
83. Condemning wheel dia in FIAT bogie is………..mm
(a) 845 (b) 813 (c) 915 (d) None of those
84. …………….kind of bearing is utilized in FIAT Bogie:
(a) Spherical Roller Bearing (b) CTRB (c) Ball Bearing (d) None of those
85. Type of coach physique shell utilized in hybrid coach is:
(a) ICF (b) LHB (c) BEML (d) None of those
86. Type of bogie utilized in hybrid coach is:
(a) ICF (b) FIAT (c) Modified ICF (d) None of those
87. FIAT bogie is succesful to barter the curve of 100 on the velocity as much as:
(a) 100 Kmph (b) 60 Kmph (c) 40 Kmph (d) 30 Kmph
88. Air Spring working strain in Hybrid coach is ________ Kg/cm2:
(a) 6 (b) 5 (c) 4.8 (d) 3.5
89. Capacity of major reservoir of air spring system is___________ Liter.
(a) 180 (b) 170 (c) 150 (d) None of those
90. Capacity of Auxiliary Reservoir utilized in air spring is___________ Liter .
(a) 100 (b) 60 (c) 80 (d) 40
91. Nos. of levelling valves fitted in a single air spring bogie are:
(a) 02 (b) 06 (c) 04 (d) 08
92.More than 1.5 Kg/cm2 strain drop in air spring fitted prepare the restricted velocity is permissible
as much as __________ Kmph:
(a) 50 (b) 40 (c) 60 (d) 25
93.No. of Duplex test valve fitted in Air Spring bogie are:
(a) 01 (b) 04 (c) 05 (d) None of those
94. During Proper strain in air spring the place of leveling valve turns into
(a) Vertical (b) Horizontal (c) Inclined (d) None of those
95. In Air Spring Bogie hole maintained between decrease plank and higher plank is…………mm
(a) 280 (b) 240 (c) 355 (d) 255
96. Capacity of Intermediate Tank used for CDTS is ………ltr
(a) 100 (b) 50 (c) 60 (d) 80
97. In CDTS provide of Air strain is made by way of:
(a) BP (b) AR (c) FP (d) None of those
98. Axle capability of BOXNR wagon is _________ Tones:
(a) 33.9 (b) 19.9 (c) 22.9 (d) None of those
99. Side panel thickness of BOXNR wagon is ______ mm.
(a) 3.15 (b) 5.15 (c) 2.0 (d) 7.0
100. Floor Sheet thickness of BOXNR wagon is _________ mm.
(a) 1.5 (b) 4.0 (c) 3.5 (d) None of those

Important questions and their answers commonly asked to C&W staff and JE/SSE

October 6, 2020 by admin

SKILL DEVELOPMENT OF STAFF AT YARD & SICKLINE

Sample query & Answer

SAB ‘E’ dimension for BOXN wagon is 555 to 575mm
When ‘E’ dimension of SAB decreases it signifies brake block worn, Worn out wheels, pins and bushes.
Hot axle may be detected via visible statement in rolling in examination.
Wheel discs are fitted on axles with shrunk match
BOXN wagon SABs are with “A” dimension: 70mm
CASNUB 22W(M) new wheel diameter is 1000mm
Which is probably the most frequent purpose for Train parting on AAR coupler? Failure of Knuckles
What is the operate of test valve with choke offered within the air brake system?

To allow move of air from the FP to the AR however not within the reverse route.

In C3W distributor valve which sub-assembly helps in guide launch of brakes? Double launch valve.
Twin Pipe Braking Helps in Reduces launch time
During launch after full service utility in air brake wagon the brake ought to launch inside 60 seconds.
What is the utmost strain within the brake cylinder when the motive force drops the BP strain by1.6 Kg/cm²? 8 Kg/Cm2
What is the utmost wheel diameter of BOXN wagon fitted with CASNUB 22W retrofitted

bogie? 956mm.

What is the Permissible variation in wheel diameter on the identical trolley and on the identical BOXN wagon? 13mm & 25mm
In empty load gadget empty indication have color code yellow
What is the gap between journal middle on CASNUB bogie? 2260mm
What is the permissible flat floor on wheel tread of BOX “N” wagons as per the most recent

directions? 60mm

What is the foundation radius when new for wheel turned to worn wheel profile? 14mm
What is the revised torque worth for tightening finish locking screws fitted on CTRB of BOXN

wagon? 40 kg. Mt.

What is indication for guaranteeing correct coupling of CBC throughout prepare examination?

19 mm clearance between toggle and coupler physique

what wheel diameter discount Brake adjustment of CASNUB bogie is finished? 18mm
In C3W distributor valve, via which sub meeting the management reservoir is charged ?

Cut off valve

In KE distributor valve, via which sub meeting the auxiliary reservoir is charged?

R-Charger

Which defect in C3W Distributor Valve causes brake binding ?

Main valve test valve broken.

Which defect in KE kind of Distributor valve makes the cylinder In operative?

Main diaphragm perished or Quick launch valve leaking

What is the Brake cylinder strain launch time from 3.8Kg/cm2 to 0.4 Kg/cm2 with single automotive take a look at rig as per IRCA Part IV? 15 to 20 seconds.
. What is the drop in brake pipe strain throughout sensitivity take a look at with SCTR?

0.6 Kg/cm² in 6 Seconds

What is the validity of Brake energy certificates of CC rake?

6000 Km. or 30 days which ever is earlier.

Colour of vacuum brake BPC of products prepare? Pink
Colour of Brake energy certificates of Air brake Goods prepare (End to End)? Green
Minimum proportion of efficient brake cylinders on an intensively examined Air brake items prepare?90%
Brake energy proportion of Air braked CC rake at originating station? 100%
Minimum BP strain required in brake van of 58 BOXN wagons? 7 Kg/cm2
Permissible leakage charge of air strain in items prepare as per G-97?25 kg/cm2/minute.
Condemning restrict of composite brake block in items prepare? 10mm
Piston stroke of a loaded BCN wagon? 130mm
What is the permissible longitudinal clearance between aspect body and adapter on 22NLB

CASNUB bogies? 12 to 18mm

Condemning peak of EM pad? 42mm
Condemning peak of CC pad? 109mm
How the middle pivot of CASNUB bogies is lubricated as per revised wagon guide?

Graphite flakes to IS-495

Wear on brake block doesn’t disturb ‘A’ dimension of slack adjuster? True
If a items prepare is stabled for greater than 24 hours the BPC turns into invalid.
Beyond which temperature is the axle field thought of sizzling field? 80 levels C
What is the total type of CORTON metal? Corrosion Resistant metal
Under whom does NTXR work? IRCA
Where is Rail Spring Karkhana situated? Gwalior
What does an Air Flow indicator do? Indicates leakages of air strain
What is the droppage of BP strain for full service brake utility on teaching prepare?

1.Zero to 1.5 Kg./Cm2.

When pull rod is grazing on axle varieties the Notched axle.
The distance between adjuster tube and the mark on the spindle in the direction of its finish is named ‘SAB’‘E’ dimension.
GDR Check legitimate for 400Kms.
If driver fails to log Kilometers, BPC of CC rake expires on 21st day from the date of

problem.

Buffer peak max and min dimensions for wagons in the empty situation is 1105mm and

1090mm

Maximum wheel diameter of BLC Wagon 840mm
What is the utmost BC strain in empty situation for BLC wagon 2Kg/cm2

MULTIPLE CHOICE QUESTIONS.

The ‘L’ kind composite brake block ought to be modified if worn out beyond-

(a) 10 mm (b) 15 mm (c) 20 mm (d) 22 mm

The ‘K’ kind composite brake block ought to be modified, if worn out beyond-

(a) 10 mm (b) 12 mm (c) 20 mm (d) 22 mm

Which one of many following valve in DV controls charging of CR?

(a) Main valve (b) Cut off valve (c) Quick service valve (d) Limiting gadget

Control reservoir in air brake system is –

(a) To management FP strain (b) To management DV valve

Auxiliary reservoir is aiding in –

(a) Charging of DV (b) Charging of BP

(c) Sending air to BC (d) Charging of CR

In air brake system, brake ought to apply when the speed of drop of air strain in BP is –

(a) 0.6 Okg/cm2/min in six sec (b) 0.3 Kg/cm2 in a single sec

7.In air brake system, brake shouldn’t apply when the speed of drop of air strain in BP is –

(a) 0.3 Kg/cm2 in 60 sec (b) 0.4 Kg/cm2 in Four sec

8.The operate of non-return valve utilized in air brake system is –

(a) To scale back BP (b) To stop move of air from AR to FP

Which gear will not be charged, when DV is remoted

(a) Control reservoir and brake cylinder (b) Brake cylinder

10 The vent gap is offered within the minimize off angle cock to (when angle cock is closed)

(a) Exhaust air strain of air hose into ambiance (b)The quantity of vacuum

Permissible variation in new wheel tread diameter on the identical axle on BG bogie wagon is –

(a) 0.45 mm (b) 0.5 mm (c) 0.35 mm (d) 0.Three mm

12 Permissible variation in wheel tread diameter on the identical trolley of BG wagon whereas altering

the wheel is –

(a) 10 mm (b) 13 mm (c) 12 mm (d) 15 mm

13 Permissible variation in wheel tread diameter on the identical wagon of BG whereas altering the

wheel is –

(a) 13 mm (b) 25 mm (c) 30 mm (d) 28 mm

14 The composite Brake block in yard for air Bk. prepare ought to be modified when thickness is

(a) 10.Zero mm (b) 15.Zero mm (c) 20.Zero mm (d) 25.Zero mm

Of which brake van the fast coupling is the part-

(a) BVZT (b) BVZX (c) BVZC (d) BVZM

What is the size over Headstock of the BOXN wagon?

(a) 9774 mm (b) 9784 mm (c) 9777 mm (d) 9848 mm

Tare weight of the BOXN wagon is –

(a) 22.37 tons. (b) 22.47 tons. (c) 22.91 tons. (d) 22.90 tons.

What is the size over couplers of the BOXN wagon?

(a) 10713 mm (b) 10813 mm (c) 11002 mm (d) 10100 mm

What is the size over couplers of the BCN wagon?

(a) 15400 mm (b) 15443 mm (c) 15429 mm (d) 15562 mm

Gross load of the BOXN wagon is –

(a) 78.92 t (b) 81.28 T (c) 86.78 t (d) 88.81 t

In accident guide, prepare parting is below –

(a) J class (b) Ok class (c) C class (d) P class

Newly constructed BOXN wagon first POH periodicity is –

(a) 4.5 12 months (b) 5.5 12 months (c) 6.Zero 12 months (d) 6.5 12 months

23 Newly constructed BLC containers wagon first POH periodicity is –

(a) 4.5 12 months (b) 2.Zero 12 months (c) 6.Zero 12 months (d) 3.5 12 months

24 Board gauge monitor gauge is –

(a) 1676 mm (b) 1667 mm (c) 1698 mm (d) 1500 mm

25 POH of BG brake van is –

(a) 3.5 12 months (b) 2.Zero 12 months (c) 2.5 12 months (d) 3.Zero 12 months

26 Torque worth of Cartridge kind curler bearing cap screw is –

(a) 42.Zero kg-m. (b) 40.Zero kg-m. (c) 38.Zero kg-m. (d) 44.Zero kg-m.

C- class ODC shall be moved throughout –

(a) Day mild (b) Day-night time

In air brake system, the thread joints are tightened with which sort of tape?

(a) Cello tape (b) Teflon tape

Instructions for inspection and upkeep of BOXN wagon fitted with CASNUB bogies and air

brake system, What RDSO’s technical pamphlet is used?

(a) G-90 (b) G-70 (c) G-97 (d) WT- 77

Instructions for inspection and upkeep of CASNUB bogies, What RDSO’s technical

pamphlet is used?

G-97 (b) G-86 (c) G-90 (d) G- 95

As per new wagon numbering scheme, first two digits will indicate-

(a) Owning Railway (b) Type of wagon (c) Year of manufacture (d) Cheek digit

What do you imply by PME?

(a) Pre medical examination (b) Pre upkeep examination

(c) Periodical upkeep examination (d) Power mechanical gear

What do you imply by CC rakes?

(a) Content contact pad. (b) Close circuit rake

The minimal permissible buffer peak above rail line to middle of H/ Stock below loaded

situation is –

(a) 1105 mm (b) 1145 mm (c) 1115 mm (d) 1030 mm

Standard diameter of knuckle pivot pin is –

(a) 50 mm (b) 43 mm (c) 41.28 mm (d) 34 mm

Standard dimension of shank put on plate for AAR coupler is –

(a) 12 mm (b) Eight mm (c) 6 mm (d) 14 mm

Standard dimension of distance between the nostril of Knuckle and guard arm is –

(a) 140 mm (b) 150 mm (c) 127 mm (d) 12 mm

The most permissible free slack within the draft gear in service is –

(a) 35 mm (b) 30 mm (c) 25 mm (d) 20 mm

No. of CBC gauge are –

(a) 5 (b) 8 (c) 12 (d) 2

The excessive capability draft gears are –

(a) Mark -20 & RF-401 (b) Mark 50 & RF361

To Adjust buffer peak for 930 mm wheel diameter on BCN wagon besides CASNUB 22 W,

packing piece used is –

(a) 38 mm (b) 37 mm (c) 33 mm (d) 32 mm

What kind of middle buffer coupler utilized in Indian Railway?

(a) APRT kind (b) AARP kind (c) AAR kind (d) ARPA kind

The working energy of middle buffer coupler is –

(a) 100 t (b) 120 t (c) 140 t (d) 180 t

The tractive effort of the Loco to the person wagons is transmitted with the assistance of –

(a) CBC (b) Draw gear (c) Knuckle (d) Side body

45.Clevis and Clevis pin are the a part of –

(a) Alliance- II coupler (b) Non- Transition coupler

(c) Transition coupler (d) Draw bar

Standard diameters of wheel on BOXN Wagon is –

(a) 1010 & 900 mm (b) 1000 & 906 mm

The axle load of BOXN, BCN, BRN, BOBR, BTPN wagon is –

(a) 22.9 t (b) 20.32 t (c) 16.6 t (d) 12.2 t

The wheel gauge ought to be measured on –

(a) Off load situation (b) Loaded wagon (c) Both situation (d) Empty wagon

The lowest wheel dia permitted by workshop for BOXN wagon is –

(a) 919 mm (b) 906 mm (c) 925 mm (d) 860 mm

In CTRB the grease use per Axle field is –

(a) 455 ±30 gms (b) 490±15 gms (c) 500±35 gms (d) 550±20 gms

The condemning diameter of BTPN wheel is –

(a) 813 mm (b) 990 mm (c) 906 mm (d) 860 mm

Permissible most flat floor on tread on different BG wagon are –

(a) 75 mm (b) 60 mm (c) 75 mm (d) 70 mm

What is an built-in portion of the axle?

(a) Cap (b) Roller bearing

Standard dimension ‘e’ in SAB on Goods inventory is –

(a)550 to 570 mm (b)555 to 575 mm

The color coding of distributor valve of air brake items inventory is –

(a) Yellow (b) Black (c) Green (d) White

In air brake end-to finish rakes, After intensive examination validity of BPC stay as much as the –

(a) Next station (b) Loading level (c) Destination level (d) 72 Hours

Control rod diameter of air brake wagon is –

(a) 30 mm (b) 32 mm (c) 38 mm (d) 40 mm

Piston stroke of BOXN wagon in empty situations is –

(a) 85±10 mm (b) 70±15 mm (c) 75±5 mm (d) 80±10 mm

Piston stroke of BOXN wagon in loaded situations is –

(a) 140±15 mm (b) 130±10 mm (c) 120±15 mm (d) 125±15 mm

In air brake inventory, BPC turns into invalid, if the rake is stabled in any examination yard for extra

than-

(a) 24 hours(48 hrs.if stabled at Andal yd.) (b) 36 hours (c) 48 hours (d) 12 hours

Dirt collector of a wagon ought to be cleaned within-

(a) At the time of ROH (b) 2 month (c) 6 month (d) Three month

What is the capability of management reservoir in items prepare?

(a) 4 Lit. (b) 6 Lit (c) 8 Lit. (d) 10 Lit.

The BP strain in Brake Van of 56 -BOXN wagon load shouldn’t be lower than –

(a) 4.5kg/ Cm2 (b) 3.7 kg/ Cm2 (c) 4.Eight kg/ Cm2 (d) 5.8kg/ Cm2

When we launch manually KE kind DV, the air strain launch kind –

(a) CR & AR (b) BC & AR (c) CR & BC (d) AR & DV

The diameter of department pipe of BP to DV for wagon is –

(a) 25 mm (b) 20 mm (c) 13 mm (d) 22 mm

‘A’ dimension in Boxn wagon is –

(a) 70±20 mm (b) 172±Three mm (c) 175±Four mm (d) 175+1mm

For testing Air strain locomotive the take a look at plate gap diameter is-

(a) 8.2 mm (b) 7.5 mm (c) 9.5 mm (d) 10 mm

The diameter of air brake cylinder BOXN wagon is-

(a) 300 mm (b) 355 mm (c) 360 mm (d) 315 mm

The diameter of air bake cylinder in BVZC (Wagon) is –

(a) 300 mm (b) 295 mm (c) 305 mm (d) 315 mm

The capability of Auxiliary Reservoir (wagon) in air brake besides Bk.Van is-

(a) 200 litre (b) 100 litre (c) 300 litre (d) 150 litre

In Single pipe system the time taken in releasing of the wagon brake is-

(a) 60 Sec. (b) 120 Sec. (c) 210 Sec. (d) 90 Sec.

Distance between the management rod head and the barrel of SAB is called as –

(a) ‘E’ dimensions (b) ‘C’ dimension (c) ‘A’ dimension (d) “d” dimension

The capability of compressor machine for air brake testing of rake is –

(a) 12-15 Kg/ Cm2 (b) 8-10 Kg/ Cm2 (c) 7-12 Kg/ Cm2 (d) 7-8 Kg/ Cm2

At the originating level, minimal brake energy of premium end-to-end rake is –

(a) 85% (b) 95% (c) 90% (d) 98%

The brake energy of CC rake from nodal level is –

(a) 90% (b) 100% (d) 85% (d) 75%

Brake energy licensed issued for Premium end-to-end rakes will probably be legitimate for –

(a) 10+5 days (b) 12+Three days (c) 15+Three days (d) one month

What is the operate of DC (Dirt collector)?

(a) Collect filth (b) Collect air (c) Clean air (d) Clean CR

How a lot strain ought to drop in a minute after placing a take a look at plate in locomotive? (a) 0.8 Kg/ Cm2 (b) 1.0 Kg/ Cm2 (c) 1.2 Kg/ Cm2 (d) 1.5 Kg/ Cm2
1. The colour for brake power certificate for Premium end-to-end rake is-
(a) Green (b) White (c) Pink (d) Yellow
1. For testing DV the time required for brake cylinder draining from 3.8 to .04 kg/cm2 is –
(a) 30-40 sec (b) 40-50 sec (c) 45-60 sec (d) 50-75 sec
1. What is the piston stroke of BVZC wagons?
(a) 50±10 mm (b) 70±10 mm (c) 85±10 mm (d) 90± 5 mm
1. What is the empty piston stroke of BOBR/BOBRN wagon is –
(a) 70±10 mm (b) 75±10 mm (c) 80±10 mm (d) 100±10 mm
1. ‘A’ dimension of the BOBRN wagon is –
(a) 29±2 0 mm (b) 27± 2 0 mm (c) 33± 2 mm (d) 25±5 mm
1. What is the colour of BPC of air brake CC rake?
(a) Red (b) Pink (c) Green (d) Yellow
1. Control rod of SAB when rotated for one round, control rod head moves by a distance of
(a) 6.0 mm (b) 4.0 mm (c) 2.0 mm (d) 1.0 mm
1. In wagon, hand brake is used when –
(a) Standing in yard (b) Running in down gradient

(c) Running in up gradient (d) None of the above
1. SAB adjust clearance between –
(a) Wheel and brake block (b) Tie Rod and Brake block

(c) Anchor pin to control rod (d) None of the above
1. The M.R. pressure of engine should be-
(a) 6.0 to 8.0 Kg/ Cm2 (b) 8.0 to 10.0 Kg/ Cm2

(c) 10.0 to 12.0 Kg/ Cm2 (d) 12.0 to 15.0 Kg/ Cm2
1. What do you mean of SWTR?
(a) Single wagon test rubber (b) Single wagon test rig

(c) Sliding wagon test ring (d) None of the above
1. If C3W type DV is manually released, pressure is released from –
(a) AR (b) Control reservoir

(c) Brake cylinder (d) All above
1. To uncouple BP or FP air hose it is essential to
(a) Open adjacent angle cock (b) Close adjacent angle cocks

(c) Close supply of air from loco (d) None of the above
1. The Empty Load Device indicator plate shows –
(a) Yellow empty, black loaded (b) Blue empty, black loaded

(c) White empty, black loaded (d) black empty, blue loaded
1. The first step of releasing brake binding in conventional A/B system is to –
(a) Open vent plug of BC (b) Rotate SAB

(c) Take out pin of SAB (d) Isolate DV & release manually.
1. The Type of dirt collector, used in wagon is –
(a) 2-way (b) 3-way

(c) Branch pipe of BP to DV (d) In BP
1. The function of Return spring provided in air brake cylinder is –
(a) To push the spring out side the piston

(b) To push the piston inside the cylinder

(c) To push the deed lever (d) To push the control rod
1. Standard thickness of UIC/CASNUB bogies composite brake block is-
(a) 60 mm (b) 45 mm (c) 55 mm (d) 58 mm
1. How many side frame fitted in CASNUB trolley / bogie?
(a) 2 (b) 1 (c) 3 (d) Nil
1. What is the axle load of CASNUB trolley?
(a) 19.2 ton (b) 22.9 ton (c) 20.3 ton. (d) 20.9 ton
1. What is the new wheel diameter CASNUB 22 w (Retrofitted)?
(a) 1000 mm (b) 960 mm (c) 956 mm (d) 946 mm
1. What type of pivot used in CASNUB 22WM, 22NL and other type of CASNUB trolley?
(a) IRS type (b) Spherical type (c) other type
1. What is the nominal leteral clearance between side frame & axle box/adopter Casnub 22NL,
22NLB, 22HS bogie?

(a) 18 mm (b) 16 mm (c) 22 mm (d) 25 mm
1. What is the standard inclination on wheel tread?
(a) 1 in 20 (b) 1 in 22 (c) 1 in 18 (d) 1 in 25
1. How many types of adopters used in CASNUB trolley?
(a) 2 (b) 1 (c) 3 (d) 4
1. Condemning size of elastomeric pad for Casnub bogie is –
(a) 44 mm (b) 43 mm (c) 42 mm (d) 40 mm
1. Nominal dimension of side bearer rubber pad for Casnub bogie is –
(a) 114 mm (b) 116 mm (c) 118 mm (d) 120 mm
1. Condemning size of side bearer rubber pad for Casnub bogie is –
(a) 111 mm (b) 110 mm (c) 109 mm (d) 108 mm
1. What type of side bearers fitted in CASNUB 22HS trolley?
(a) Metal CC type (b) Spring loaded CC type side bearer & PU type

(c) Roller type (d) none of the above
1. Which types of steel are used in side frame column friction plates of Casnub bogie?
(a) Mild steel (b) Carbon steel

© Silico manganese steel (d) None of the above
1. What is the standard inclination on wheel flange?
(a) 1 in 5 (b) 1 in 2.5 (c) 1 in 10 (d) 1 in 20

SPECIAL WAGONS
1. Pay load of BTPN tank wagon is –
(a) 58.88 tons (b) 54.28 tons (c) 55.80 tons (d) 52.3 tons

2 .Axle load of BTPN tank wagon is –

(a) 20.32 tons (b) 22.35 tons (c) 21.35 tons (d) 25.22 tons
1. Cleaning of bitumen barrel is carried out with –
(a) Kerosene oil (b) patrol (c) ledium (d) None of the above
1. Name the type of coupling used in BLC wagon?
(a) CBC & Slack Less Drawbar (b) HT CBC

(c) Screw coupling (d) Slackness drew bars
1. Barrel length of BTPN tank wagon is –
(a) 11460 mm (b) 11550 mm (c) 11458 mm (d) 12100 mm
1. Barrel diameter of BTPN tank wagon is –
(a) 2860 mm (b) 2850 mm (c) 2840 mm (d) 2830 mm
1. The mechanical code of bogie Petrol tank wagon fitted with pneumatic brake is –
(a) BTPN (b) LBM (c) LBM (d) LCT
1. The mechanical code of caustic soda tank wagon is –
(a) CTB & CTBS (b) TCS & BTCS (c) THA & BTCS (d) TCS& MBTS
1. Codal life of Tank wagon is –
(a) 35 year (b) 45 year (c) 50 year (d) 25 year

10 In the tank wagon, close the vapour extractor cock after –

(a) Un loading (b) Loading (c) Running (d) None of the above

11 Working pressure of BTPN safety valve is –

           (a) 1.4 Kg/cm2 (b) 4.1 Kg/cm2 (c) 2.1 Kg/cm2 (d) 1.2 Kg/cm2

12 Interval of ROH in BTPN tank wagon is –

(a) 16 month (b) 20 month

(c) 18 month (d) 24 month

13 Cleaning of H2SO4 tank wagon is carried out with –

(a) Lithium phosphate (b) Sodium phosphate

(c) Bromide phosphate (d) None of the above

14 Air tightens test pressure of master valve is –

            (a) 0.35 to .056 kg/ Cm2 (b) 0.45 to 0.65 kg/ Cm2

(c) 0.65 to 0.75 kg/ Cm2 (d) None of the above

15 What is the location of safety valves fitted in liquefied petroleum gas tank wagon?

            (a) Inside dome (b) Outside dome

(c) Outside on barrel (d) None of the above

16 Condemning limit of BLC wheel set is –

(a) 900 mm (b) 800 mm (c) 670 mm (d) 780 mm

17 For lifting the container, force required to lift the container on automatic twist lock is-

(a) 1050 Kg (b) 1000 Kg (c) 1100 Kg (d) 11590 Kg

18 In place of empty load box what device is used in BLC wagon?

(a) BSD (b) LSD (c) SDF (d) SAB

19 What is the material specification of BLC wagon trolley?

           (a) Cast steel (b) Low cast steel (c) Steel (d) Micro steel

20 Length of over Slack less draw bar for B-car of BLC wagon is –

(a) 14566 mm (b) 13156 mm (c) 12212 mm (d) 14763 mm
1. The standard height of platform for BLC wagon from Rail level is –
(a) 1010 mm (b) 1015 mm (c) 1009 mm (d) 1100 mm

22 The axle load capacity of BLC wagon is –

(a) 20.10 ton. (b) 20.32 ton. (c) 21.10 ton. (d) 23.10 ton.

23 The tare weight of A-car of BLC wagon is –

(a) 21.20 ton. (b) 19.10 ton. (c) 19.80 ton. (d) 20.22 ton.

24 The tare weight of B- car of BLC wagon is –

           (a) 18.10 ton. (b) 19.10 ton. (c) 19.80 ton. (d) 20.20 ton.

25 Length of over Headstock to Headstock for A-car of BLC wagon is –

           (a) 13650 mm (b) 13625 mm (c) 13555 mm (d) 13365 mm

26 In BLC wagon, height of slackness drowbar system from Rail level is –

(a) 890 mm (b) 848 mm (c) 845 mm (d) 910 mm

27 How many automatic twist locks used in BLC wagon?

(a) 6 (b) 8 (c) 10 (d) 12

28 Rake carrying capacity of the BLC wagon is –

(a) 40 wagons (b) 45 wagons (c) 40 wagons (d) 48 wagons

29 Which type of side bearer arrangement used in BLC trolley?

(a) Elestromatic (b) constant contact type(c) Spring loaded side bearer and PU pad (d) None of the above

30 Which type of trolley used in BLC wagon?

(a) UIC trolley (b) Cast steel bogie type LCCF 20 (C) (c) IRS trolley (d) Diamond frame trolley

31 For automatic locking & for lifting of automatic twist lock how much force is Kg required,

respectively?

(a) 600 & 1000 Kg (b) 800 & 1200 Kg

(c) 1000 & 500 Kg (d) 500 & 1350 Kg

32 What type of roller bearing used in BLC wagon?

(a) Cartage type (b) tapered two-row cartridge roller bearing

(c) Sparical type (d) plan bearing

33 What is the loading capacity of containers in BLC wagon

   (a) Two 20′ or one 40′ (b) Two 22′ or one 45′

(c) Three 15′ or two 20 ‘ (d) Two 20′ or one 45’

ABBREVIATIONS

ART – Accident Relief Train

AAR – Association of American rail road

ACD – Anti collision device

ADD – Auto driving device

AITUC – All India trade unions congress

BOLT – Built operate lease transfer

BOOT – Built operate own transfer

BOT – Built operate transfer

BIS – Bereau of Indian standards

CTRB – Catridge Tapered Roller Bearing

COFMOW – Central Organization for Modernization of

workshops

CONCERT – Countrywide Online Networking computer enhanced Reservation and Ticking

CRIS – Centre for Railway Information System

CCRS – Chief Commissioner of Railway Safety

CRS – Commissioner of Railway Safety

CWR – Continuous Welded Rail

CONCOR – Container Corporation of India Ltd.

COIS – Coaching Operations Information System

COEA – Cabinet committee on Economic affairs

CORE – Central organization of Railway electrification

CPM – Critical Path method

CRA – Central record keeping agency

C-TRAM – Centre for Transportation Research and Management.

CMS – Crew Management System or Chief Medical Superintendent

C-TARA – Centralised Training Academy for Railway Accounts

DMRC – Delhi Metro Railway Corporation

DHRC – Darjeeling Himalayan Railway Society

DRF – Depreciation Reserve funds

DF – Development fund

EOL – Engine on Load

EBD – Emergency Braking distance

FOIS – Freight operated Information system

FWP – Final works program

PWP – Preliminary works program

LSWP – Lump sum works program

GSM-R – Global system mobile – Relays

GPS – Global positioning system.

GTR – Gross Traffic Receipt

HOER – Hours of Employment regulation

HRD – Hydraulic Rescue Device/ Human Resource

Development

HDPE – High Densile Poly Ethylene

IBRD – International Bank for Reconstruction and Development

IRCTC – Indian Railway Catering & Tourism Corporation

IVRS – Interactive Voice Response System

CAMTECH – Centre for Advanced Maintenance Technology

ICF -Integral Coach Factory

ICBM – Inter continental ballistic missiles.

IRT – Institute of Rail Transport

IRCA – Indian Railway Conference Association

IRWO – Indian Railway welfare organisation

IRWWO – Indian Railway Women welfare organization

ITES – Integrated Train Enquiry System

IRFC – Indian Railway Finance corporation

IRICEN – Indian Railway Institute of Civil Engineering

IRISET – Indian Railway Institute of Signal Engineering and Telecommunication

ISKCON – International society for krishna Conscious

IRIMEE – Indian Railway Institute of Mechanical and Electrical Engineering

IRIEE – Indian Railway Institute of Electrical Engineering

IRMP – Integrated Railway Modernisation Plan

ISMD – Infringing standard moving dimensions.

MMD – Maximum Moving Dimensions.

JCM – Joint Consultative Machinary

KRCL – Konkan Railway Corporation Ltd.

LWR – Long weld rail

LLE – Life line express

LSD – Load sensing decvice

LAW – List of approved works

LVCD – Last vehicle check device

MEMU – Main line electrical multiple unit

MTRC – Mobile train radio communication

MRVC – Mumbai Rail vikas corporation

MMTS – Multi modal Transport system

MRTS – Mass rapid transport system

MMU – Mobile maintenance units

MHALFC – Multimodal high axle load freight corridor

NTES – National Train enquiry system

NRVY – National Rail vikas yojana

NASDAQ – National association for stock dealer and quotes

OYWS – Own your wagon scheme

PSLV – Polar satellite launching vehicle

PERT – Programme evaluation review technique

POET – Passenger operated enquiry terminal

PQRS – Placer quick relaying system

PRCL – Pipavan Railway corporation Ltd.

RADAR – Radio detection and ranging

RCRV – Rail cum road vehicle

RAILS – Railway analysis and interactive line simulator

RRB – Railway Recruitment Board

RRC – Railway reforms committee

RLDA – Rail land development authority

RRT – Railway rates tribunal

RSRC – Railway safety review committee

RFFC – Railway freight and fare committee

SRSF – Special railway safety fund

SSI – Solid state interlocking

SWR – Short welded rail

SPTM – Self printing ticketing machine

SPAD – Signal passed at Danger

SPART – Self propelled Accident Relief Train

SAARC – South Asian Association for Regional Co-operation

SIEGRM – Single window integrated grievances Redressal machinery

SEJ – Switch expansion joint.

TOT – Transfer of Technology

TPWS – Train protection and warning system

TAWD – Train activated warning device

USFD – Ultrasonic flaw detector

TTM – Track tamping machine

UTS – Un reserved ticketing system

UHDMWPE – Ultra high density molecular weight poly ethylene

WIS – Wagon investment scheme

WILD – Wheel impact load detector

BLC -Bogie low height container flat wagon.

BWL -Bogie well wagon

CLW -Chittranjan locomotive works.

CPB -Common pipe bracket

CRB -Chairman Railway board

D&AR -Discipline and appeal Rules.

DLW -Diesel locomotive works

DMRC -Delhi metro rail corporation Ltd.

DCW -Diesel component works

HSD -High speed diesel.

IRCON -Indian railway construction corporation Ltd.

LHB -Link Halfman Boseh

ODC -Over dimensional consignment.

RCF -Rail coach factory.

RITES -Rail India technical and economy services Ltd.

RSC -Railway staff college.

RWF -Rail wheel Factory.

WWP -Worn wheel profile

OBJECTIVE QUESTION AND ANSWER REGARDING CONTAINER

October 5, 2020October 5, 2020 by admin

CHAPTER 9

CONTAINER WAGON

9.01 Condemning restrict of BLC wheel set is –
(a) 900 mm (b) 800 mm (c) 670 mm (d) 780 mm

9.02 Maximum peak of facet body from Rail degree of container bogie sort LCCF 20 (C)
trolley is –
(a) 851 mm (b) 715 mm (c) 932 mm (d) 786 mm

9.03 In BLC wagon, width over sole bar at centre line wagon is –
(a) 2200 mm (b) 2100 mm (c) 2150 mm (d) 2180 mm

9.04 For lifting the container, drive required to elevate the container on computerized twist lock is-
(a) 1050 Kg (b) 1000 Kg (c) 1100 Kg (d) 11590 Kg

9.05 How many load facet bearers are fitted in BLC wagon?
(a) 4 (b) 6 (c) 5 (d) 2

9.06 What is the measurement of ‘A’ dimension of BFKI?
(a) 65±5 mm (b) 67±Three mm (c) 60+2 mm (d) 58+Three mm

9.07 In place of empty load field what machine is utilized in BLC wagon?
(a) BSD (b) LSD (c) SDF (d) SAB

9.08 As per RDSO commonplace what shall be the Max. Allowed velocity of BFKI?
(a) 75 Km/h (b) 80 Km/h (c) 100 Km/h (d) 110Km/h

9.09 What is the fabric specification of BLC wagon trolley?
(a) Cast metal (b) Low solid metal (c) Steel (d) Micro metal

9.10 At the time of load distribution what’s the share of load come on centre pivot?
(a) 10% (b) 15% (c) 20% (d) 25%

9.11 Length of over Slack much less draw bar for B-car of BLC wagon is –
(a) 14566 mm (b) 13156 mm (c) 12212 mm (d) 14763 mm

9.12 What shall be most size of container platform in BLC wagon?
(a) 30 toes (b) 28 toes (c) 299 toes (d) 32 toes

9.13 The commonplace peak of platform for BLC wagon from Rail degree is –
(a) 1010 mm (b) 1015 mm (c) 1009 mm (d) 1100 mm

9.14 The axle load capability of BLC wagon is –
(a) 20.10 ton. (b) 20.32 ton. (c) 21.10 ton. (d) 23.10 ton.

9.15 The tare weight of A-car of BLC wagon is –
(a) 21.20 ton. (b) 19.10 ton. (c) 19.80 ton. (d) 20.22 ton.

9.16 The tare weight of B- automobile of BLC wagon is –
(a) 18.10 ton. (b) 19.10 ton. (c) 19.80 ton. (d) 20.20 ton.

9.17 Length of over Headstock to Headstock for A-car of BLC wagon is –
(a) 13650 mm (b) 13625 mm (c) 13555 mm (d) 13365 mm

9.18 In BLC wagon, peak of slackness drowbar system from Rail degree is –
(a) 890 mm (b) 848 mm (c) 845 mm (d) 910 mm

9.19 Length of over coupler for A-car of BLC wagon is –
(a) 14566 mm (b) 14556 mm (c) 14655 mm (d) 14255 mm

9.20 How many computerized twist locks utilized in BLC wagon?
(a) 6 (b) 8 (c) 10 (d) 12

9.21 Distance between bogie facilities of BLC wagon is –
(a) 9678 mm (b) 9687 mm (c) 9765 mm (d) 9675 mm

9.22 Height of facet body backside from Rail degree of container bogie sort LCCF 20 (C) trolley
is –
(a) 149 mm (b) 156 mm (c) 178 mm (d) 123 mm

9.23 Rake carrying capability of the BLC wagon is –
(a) 40 wagons 90 TEUs (b) 45 wagons 90 TEUs
(c) 40 wagons 80 TEUs (d) 48 wagons 90 TEUs

9.24 Which sort of facet bearer association utilized in BLC trolley?
(a) Elestromatic (b) fixed contact sort
(c) Spring loaded facet bearer (d) None of the above

9.25 Which sort of trolley utilized in BLC wagon?
(a) UIC trolley (b) Cast metal bogie sort LCCF 20 (C)
(c) IRS trolley (d) Diamond body trolley

9.26 For computerized locking & for lifting of computerized twist lock how a lot drive is Kg
required, respectively?
(a) 600 & 1000 Kg (b) 800 & 1200 Kg
(c) 1000 & 500 Kg (d) 500 & 1350 Kg

9.27 What sort of curler bearing utilized in BLC wagon?
(a) Cartage sort (b) tapered two-row cartridge curler bearing
(c) Sparical sort (d) plan bearing

9.28 What is the loading capability of containers in BLC wagon?
(a) Two 20′ or one 40′ (b) Two 22′ or one 45′
(c) Three 15′ or two 20′ (d) Two 20′ or one 45′

9.29 Name the kind of coupling utilized in BLC wagon?
(a) CBC & SLD (b) HT CBC
(c) Screw coupling (d) Slackness drew bars

ANSWERS

9.01 – (d) 9.02 – (d) 9.03 – (b) 9.04 – (b) 9.05 – (a) 9.06 – (c)
9.07 – (b) 9.08 – (c) 9.09 – (a) 9.10 – (a) 9.11 – (c) 9.12 – (b)
9.13 – (c) 9.14 – (b) 9.15 – (b) 9.16 – (a) 9.17 – (b) 9.18 – (c)
9.19 – (a) 9.20 – (b) 9.21 – (d) 9.22 – (a) 9.23 – (b) 9.24 – (c)
9.25 – (b) 9.26 – (a) 9.27 – (b) 9.28 – (a) 9.29 – (a)

Source: pdf hyperlink

1. NAME :- “ Question Bank on Freight Stock”
2. Reference No.:- CAMTECH/2005/M/W/Q.B/1.0
3. Edition :- First version
4. Year of publication:- 2005
5. Target group :- Technicians & supervisors wagon
examination yard, ROH/Sick line,
STC’s & BTC’s of Indian Railways.
6. Revision element :- Revision as per requirement
7. Total variety of pages:- 100 Nos.
8. Compiled By :- Dharmendra Agrawal
STA (Mech), CAMTECH

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STANDARDISATION OF INFRASTRUCTURAL FACILITIES FOR CC RAKE MAINTENANCE DEPOTS ON IR DEPOTS

September 9, 2020 by admin

(Govt. of India) (Ministry of Railways)

STANDARDISATION OF INFRASTRUCTURAL FACILITIES FOR CC RAKE MAINTENANCE DEPOTS ON

IR DEPOTS

IRCAMTECH/M/GWL/2017/STD. CC Rake Depot/1.0

MAY-2017

MAHARAJPUR, GWALIOR—474020

FOREWORD

As per Task Force Committee’s suggestions issued within the month of January-2017, it was proposed to develop normal infrastructural services required for CC Rake upkeep Depots. For this goal, audit of some CC Rake depots was deliberate and a crew of CAMTECH officers was assigned the work for making ready report. On the idea of subject realities, the crew was instructed to develop report on above required infrastructure.

It would even be worthwhile to say right here that for strengthening of infrastructure for freight examination yard, CAMTECH had already ready studies in 2003 & 2008 analyzing factual necessities for freight inventory upkeep in open line. After detailed research by CAMTECH crew, it’s revealed that infrastructural necessities assessed in earlier studies and suggestions given prior to now are nonetheless thought-about to be helpful for freight examination yards.

Hence on the idea of previous research on the topic and audit performed in current months, a report has been ready by the CAMTECH not solely with the efforts of CAMTECH officers but in addition from no. of Railway officers and supervisors from Zonal Railways. In this report steps have been prompt for enhance in inhabitants of CC Rakes and in enchancment in high quality of prepare examination.

In this report, the infrastructure services thought-about important are; Standard size CC Rake examination traces with specified pathways (relying upon no. of rakes examined), Concrete path means & cross pathways, welding services and moveable welding units for MS & SS welding, sufficient illumination degree, pallets for materials storage/dishing out, Road between workplace/retailer & examination yard, FOIS connectivity, Mobile/walkie-talkie units, provision for transportation of employees and materials/equipments to examination factors, PPEs and rechargeable LED head lamps and many others.

(A.R.Tupe) Executive Director CAMTECH, Gwalior

PREFACE

Task Force Committee vide his Report No.Jan-2017 had instructed CAMTECH to recommend the Standard Infrastructural Facilities required for CC Rake Maintenance depots..

CAMTECH personnel visited Mughalsarai/Eastern Railway, New Katni & STA CC rake depot/WCR and Khanalampur/NRLy, TKD/NRLy, Shambhupura/WRLy and interacted carefully with officers and supervisors. Data was additionally acquired from GIM, NKJ & STA

We are sincerely grateful to all officers and supervisors who gave their options, particularly Sr. DME/Mughalsarai and DME/NKJ, ADME/STA, ADME/Khanalampur, ADME/TKD, ADME/COR for his or her useful feedback.

Emphasis on this report has been given to have upkeep with mechanized materials dealing with services.

(Okay.P.Yadav) Director (Mechanical)

CAMTECH, Gwalior

CONTENTS

Description	Page No
Foreword	i
Preface	ii
Contents	iii
1.0 Terms of reference	1
2.0 Objective	1
3.0 Methodology adopted	1
4.0 Observations	2
5.0 Recommendations	5
6.0 Basis for Major suggestions	9
7.0 Cost profit evaluation	11
*Annexures*
Annexure I: Proposed Lay out below lined shed	12
Annexure II: Wagon defect consideration	14
Annexure III: Infrastructural services together with M&P for CC Rake examination in Yard	19
Annexure III-A: Hydraulic CBC Lifting crane	23
Annexure III-B: Specifications for two T capability hydraulic CBC lifting crane	24
Annexure III-C: Specifications for Hand Operated hydraulic unit for removing of CC pad & EC pad	25
Annexure III-D: Specifications of Hand Operated hydraulic unit for removing of Springs	26
Annexure IV: Diagnostic System of TKD container Yard	27
Annexure V-A: Trial performed at NKJ Yard	29
Annexure V-B: Trial performed at PP Yard Bhilai	30
Annexure V-C: Flow Chart indicating sequence of actions	31
Annexure VI-A: Approx Cost break up for proposed services	32
Annexure VI-B: Savings and benefits of proposed services	35
Annexure VII: Specifications of abrasion resistance granolithic concrete flooring	37
Annexure VIII: Overhead lighting fittings	40
Annexure VIII-A: Lightning association for CC Rake examination Yard	41
Annexure VIII-B: Electrical Junction Box association	44
Annexure VIII-C: Electrical Panel and Junction Box	45
Annexure VIII-D: Proposed Welding Transformers	46
Annexure IX: Photograph of Multi-utility Vehicles	48
Annexure X: Check List for CC Examination Point and Sick Line	49
Annexure XI: Recommended Illumination Level as per IS: 3646 (Part-I)-1992	53
Suggestions acquired throughout Seminar at CAMTECH on 28.04.2017	54

STANDARDISATION OF INFRASTRUCTURAL FACILITIES FOR CC RAKE MAINTENANCE DEPOTS

1.0 TERMS OF REFERENCE

Task drive committee vide report No. Jan-2017 directed CAMTECH to standardize infrastructural services for CC rake examination upkeep depots..

OBJECTIVE

To lay down the requirement of services in CC rake upkeep depots analyzing CC rakes of BOX-N, BCN, BCNHL, BTPN & BLC in order to:-

Increase the provision of rakes by discount in whole detention of rake from placement to removing together with examination and detachment of sick
Improve in-service reliability of CC rakes

METHODOLOGY ADOPTED

The following studies/proposals have been considered:

The CAMTECH’s earlier report no. CAMTECH/2003/M/INF- STD/1.Zero of August 2003 for Standardization of Infrastructural services for Freight Stock upkeep has been
The report of committee of CRSE WR and CRSE WCR no. 2003/M(N)951/22 dt.21-08-06 for tank wagons and lined
The Report on World class services required in Freight depots-Jan- 2008.

TKD yard was collectively visited with SSE/Incharge to check the upkeep philosophy and the upkeep infrastructure for CC rakes of container flat

Khan Alampura yard was collectively visited with SSE/Incharge to check the upkeep practices and the upkeep infrastructure for BCNHL CC
Shamboopura yard/WRly was additionally collectively visited with SSE/incharge to check upkeep practices and upkeep infrastructure for BCNHL CC

Satna Yard/WCRly was additionally visited with SSE/incharge and audit performed for availability of infrastructure and upkeep

Consultations have been held with officers and supervisors throughout seminar at CAMTECH on 28.04.2017 earlier than framing the suggestions.
The services have been labored out for yards dealing with minimal 5 CC rakes per

OBSERVATIONS : It was noticed throughout audit of above CC rake upkeep depots that the services presently obtainable in a lot of the depots aren’t as per norms in respect of the next –

Concrete Pathways : Most of yards aren’t having normal concrete pathway between the nominated traces for CC rake upkeep. Material must be transported with listers or hand trolleys and many others and moveable welding units are additionally required to be moved for CC rake. Difficulties are being confronted for such actions. Minimum 2.Zero meter vast pathway is important for straightforward motion of fabric and

Distance between two examination traces: The really helpful distance between two examination traces in yard is 5.26 meter. But, in case of CC examination traces, additional house is required for building of pathways for motion of listers, hand trolleys and many others. Considering above components, a transparent distance of seven.5 meter (centre to centre) between tracks has been proposed. Extra house shall be required as a consequence of obstruction of OHE masts, lighting poles

Pit line : It is noticed that pit line will not be usually obtainable in yard sick traces. The pit line is required for brake gear repairs. In case of tank wagons, pit line is important to hold out valve repairs and different associated

Road connectivity: – During audit it was additionally revealed, that many depots aren’t nicely linked to the roads and cross pathways. Paved street connecting examination yards and yard sickliness to municipal street is important for transportation of fabric &

Welding services :- Welding work is required to be achieved at CC rake examination yard to keep away from sick marking. It is due to this fact mandatory that welding line underground/ above grounded must be obtainable with terminal packing containers on the complete size on different line at an interval of 20

Lighting association :- The illumination degree is mostly poor within the yards. CC rake examination yards have to be supplied sufficient lighting preparations. Lighting requirement for working of employees are greater than these for normal working. The really helpful illumination is given within the annexure-XI.

Material Handling services:- The materials dealing with services for CC rake examination yards had been namesake solely within the type of hand trolleys, pickup vans for bringing materials from retailer. In the most important depots, Road vans also needs to be

Observations throughout audit in CC Rake examination Yards

1. TKD/NRLy CC Rake upkeep Yard

At AGC finish one rolling hut is supplied for 04 traces fitted with photo voltaic gentle. Rolling in examination lighting association must be supplied for every entry
02 Staff must be deputed for rolling in examination on both
The situation of pathways must be good for straightforward
Cross pathways are additionally required for transportation of
Sufficient tower lighting must be supplied within the yard for normal illumination.
Tool package must be obtainable in device bag for every

2. Khanalampura/NRLy CC Rake upkeep Yard

MB finish rolling in examination lighting association must be
General illumination in yard will not be obtainable. Sufficient tower lighting must be
Precast paver blocks must be supplied between pathway and rail line for straightforward placement of hydraulic
No lighting pole supplied for pathways to facilitate examination employees. This association is
Hinge kind doorways are being changed with sliding kind doorways in yard for BCNHL
Retrofitment is happening for repairing of doorways in

3. Shambhupura/WRLy CC Rake upkeep Yard

LED gentle is considerad to be helpful for below gear
BCNHL/BOXNHL wagons are getting broken throughout loading and unloading in
Body work (patch work & welding work on wagons must be added in work distribution given at desk 3.Four of chapter Three of wagon upkeep
Running of CC Rakes on invalid BPC to be strictly

4. Satna/WCRLy CC Rake upkeep Yard

Cross pathway to be constructed in yard for motion of autos
Separate traces to be nominated for CC rake
Platform with cat stroll for upkeep and shutting of BCNHL wagon doorways must be
Separate sick line to be supplied to attend sick
Covered Rolling in /Rolling out huts with lighting facility for employees to could also be supplied .
Running of CC Rakes on invalid BPC to be strictly

5. RECOMMENDATIONS:

For main CC rake examination yards dealing predominantly with BOXN/BCN/BCNHL,BTPN & BLC wagons, the services can be as below:-

5.1 The Schematic Layout of the Proposed CC rake upkeep yard shall be as per Annexure-I (A ) and I (B). The yards dealing with upto 10 rakes per day shall have two Examination Lines of 750 meter every, one line for retaining sick wagons and one line for retaining match wagons launched from Sickline. The mega yards coping with greater than 10 rakes shall require doubling of those services

i.e. Four examination traces and a pair of traces for sick wagon and a pair of traces for match wagons.

5.2. Sick wagons and wagons due for ROH/POH shall be amassed on the sick yard line and thereafter pushed to sickline every time the occasions permits.

The Fit line shall be used to maintain wagons launched from the sickline for recouping the shortfall on account of the sick wagons indifferent from the rake. The match wagons shall be connected in a single formation on the head of the rake with the assistance of shunting

Each Examination line shall be of 750 Mtr. every to facilitate creation of gaps and the centre distance between the Examination, Sick and Fit line shall be 7.5 Mtr. to make sure free motion of fabric dealing with equipments and minor consideration. All tracks so far as attainable must be in a straight line for a distance of 720 m

COVERED SHED WITH EOT CRANE

Examination Line

Sick yard Line Granolithic Concrete Flooring

Examination Line Fit wagon Line

Line no. 1

Line 2

Line no. 3

Line no. 4

Spare traces

For the supply of Goliath Cranes, there must be no OHE wiring over the Examination traces/Sick Yard line/Fit Wagon Line which shall be handled the EOT Crane. Top wiring at each the ends of the prepare examination line can, nevertheless, be supplied for dropping the rake and for ready for crew/loco after launch.

(a) A devoted diesel shunting engine shall be used for placement of rakes in examination traces if the rake is acquired with electrical

(b) A rail cum street shunting automobile with capability to haul 30 empty wagons shall be used for creating gaps between wagons requiring detachment on account of POH/ROH/Major repairs. The automobile shall even be supplied with compressor and rake take a look at rig for air brake testing of formations.

For yards dealing with upto 10 rakes per day, 7 EOT cranes of 30 tonnes lifting capability, 30 mtrs. span and 720 mtrs. travelling shall be supplied. Each wagon shall be lifted with the assistance of EOT Cranes through the use of specifically designed slings for lifting from Axle Box. The mega yards analyzing greater than 10 rakes per day shall have 14 EOT

At current there isn’t a expertise with Railways for dealing with BOXN/BCN/BTPN & BLC wagons with Goliath cranes. As such the Goliath crane will be supplied in a single yard for trials by way of effectiveness and maintainability.

Major sickline with all Infrastructural services would stay connected and adjoining to freight examination

The requirement of M&P is given in Annexure-III. In order to expedite repairs In-Situ, sufficient variety of materials dealing with autos and multi-utility autos shall be

For materials dealing with, 4 wheeler pickup vans like TATA ACE will be
These autos shall be retro-fitted with a small DG set cum Diesel pushed welding plant, Gas chopping equipments, moveable jacks for altering EM pads, spring altering gear, moveable compressor and hand instruments, and many others. along with this, the van shall have sufficient spares instruments and equipments instruments and few incessantly required supplies like pins, washer, nut bolts, key, and many others. required in the course of the course of examination. Nominated employees attending to those defects shall additionally transfer by this van. Two focus gentle will likely be mounted on both facet of the automobile together with one excessive focus headlamp. These lights shall be swiveling kind. Picture of 1 such automobile is enclosed as Annexure-IX
Hand operated hydraulic unit with jacks of capability 5 tons & 20 tons could also be mounted on these autos for removing of C.C. pad, E.C. Pad and comes. The sketch and specification of hydraulic CBC lifting

crane and hand operated hydraulic unit for removing of C.C.pad, E.C pad and spring is enclosed as Annexure-III-A to D

The full space of the examination yard shall be supplied with abrasion resistance granolithic concrete flooring and ballast free embedded monitor to ease motion of autos and materials dealing with equipments. The specification of Abrasion Resistance Granolithic Concrete flooring is enclosed as Annexure- VII.
Illumination: The illumination round yard must be supplied by excessive depth tower lights. The specification of sunshine fittings and lighting association over shed space is enclosed as Annexure-VIII-A
In between sick yard line and examination line, electrical panel with junction field at a distance of 30 meter shall be supplied as proven in Annexure VIII-B. Details {of electrical} panel and junction field are enclosed as Annexure VIII-C. For welding moveable welding units shall be supplied. The specification of proposed welding transformers are enclosed as Annexure VIII-D &
Effective communication system ideally CUG cell phones or walkie talkie units shall be supplied throughout groups in the course of the examination between Supervisors, TXRs, drivers of EOT Cranes, drivers of multi utility autos and shunting
A system for place monitoring of EOT cranes, multiutility autos and rail street automobile utilizing energetic RF ID system to be supplied for higher monitoring by means of yard

In order to cut back physique restore in sickliness it is suggested that in POH:

There shouldn’t be any partial and periphery repairs on the ground of wagons throughout POH. The flooring must be changed by 100% new flooring in order that it could possibly final from POH to POH thereby decreasing the load of patch restore works in
With the rise in common age of BOXN/BCN wagons, a lot of the BP prepare pipe and department pipe are getting perforated day by To

cut back sick marking on this account, the alternative of 100% prepare pipe must be a rejectable defect throughout alternate POH.

There are directions for dropping of all CBC throughout POH which have to be ensured and no coupler/draft gear past condemning restrict must be
The broken/corroded facet stanchions must be modified fully in workshops moderately than
The damages to the highest coping between stanchion no – 3 & Four is to the extent of 28%. To cut back these damages, alternative of high coping between stanchion no. -3 & Four together with stanchion, door mediator and doorways must be within the type of an entire two pillar

The siding homeowners who’re loading and unloading with the assistance of pay loaders should be disciplined because the increase of the pay loader and its tyres are hitting the wagons. This will be changed by, both conveyer loading system or hopper system.
The sequence of actions as indicated in Annexure –V-C must be
A complete contract for day after day maintenance of the yard is really helpful for main and mega yards. This contract ought to cowl objects like scrap lifting and bush chopping within the periphery of the
A working contract for petty repairs pertaining to shed and flooring of the yard together with civil and electrical engineering works can be really helpful. This contract shall be monitored by subject officer of Mechanical
A working contract for upkeep of all main M&P resembling EOT cranes, compressor, autos, welding units, hydraulic jacks can be

BASIS FOR MAJOR RECOMMENDATIONS:

In the current system of working it’s not attainable to have a detachment free prepare examination yards due to following causes:-
- Roughly 46 to 59% detachment of wagons are on account of ROH/POH. At current a lot of the workshops aren’t turning out wagons after POH within the type of full rake. Moreover even when an entire rake is turned out, the integrity of rake is tough to keep up as Four to five wagons get indifferent for sick marking as a consequence of

numerous causes throughout every examination. Apart from this, rake integrity can be disturbed due to alternative of embedded empties even when the rake will not be due for examination.

During examination of wagons, on a median 37 to 49 % of sick detachments happen on account of physique defects, notably in case of BOXN wagons. These defects require panel welding/flooring restore/patches on pillars/construction, which usually takes 2 to six hours on a median for rectification in sickline. Moreover, as per current follow ‘petty repairs’ involving no more than eight man hours are carried out in Examination Yards. Instead of this follow it is suggested that repairs which will be carried out in lower than 10 minutes solely must be attended to in-situ, remainder of the wagons must be indifferent. If we plan to rectify even main defects IN- SITU full rake will likely be unnecessarily

As it’s not attainable to have detachment free prepare examination, these two attainable options for alternative of sick/POH/ROH wagons are :-

Carrying out shunting as per present
Lifting of full sick/ROH/POH wagons with the assistance of Goliath/EOT cranes

It has been discovered that most detention takes place on account of shunting. Even if shunting neck is free, every detachment can take 30 to 45 minutes, whereas in the course of the trials carried out at PP yard, Bhilai and NKJ yard, it has been discovered that one wagon will be lifted and positioned in one other line with the assistance of cranes in about 6 to 10 minutes. So with a purpose to obtain, the target of decreasing the whole detention of rake to lower than 6 hours, lifting of wagons is probably the most appropriate different.

The two attainable options, for lifting of full wagon and inserting it on a specifically nominated sick yard line are:

Covering the whole examination yard with the lined shed and offering numerous EOT
Keeping the shed open and offering Goliath

Out of those two options, Ist different additionally gives further benefit of bettering the working situations making all of it climate examination depot with higher illumination. Moreover at current, Indian railway will not be having any

experience of handling BOXN/BCN wagons with Goliath cranes and the cost of shed with EOT crane is comparable to that of Goliath cranes. (The cost of providing covered shed over an area of 720 m x30 m i.e.21600 sqm is estimated to be around 31.2 Crore Rupees and the cost of 7 EOT cranes is Rs.5 Crore, thus the total cost is around Rs.36 Crore, whereas the cost of 3 Goliath cranes is Rs.27-30 Crore). So keeping in view the overall benefit, favoured Ist alternative of covering the complete examination yard with the covered shed and providing a number of EOT cranes.

COST BENEFIT ANALYSIS

Estimated cost of the recommended facilities for a major yard handling upto 10 rakes per day is 46.77 Crores as per details given in Annexure- VI-A. It has been estimated as per details given in Annexure-VI-B that by providing these facilities, 4.65 rakes would be additionally available for traffic use per day per yard (handling 10 rakes per day) These 4.65 rakes can generate an additional net annual revenue of Rs.74.63 Crores to the Railways.

LAYOUT FOR WORLD CLASS FREIGHT TRAIN EXAMINATION YARD

Annexure -I (B)

Toilet

Computer Room

JE/SE

Room

Yard Control Room

Stairs

Admn. Room

SSE

Room

SSE

Office

Meeting Room

Toilet

Compressor Room

Store and Tools Room

Stairs

Staff Room

Battery Room

DG set Room

Garage

Parking

Heavy material Stock yard

and scrap yard

Corridor

Motrable Road Motrable Road

Heavy Stock yard

Note:

All dimensions are in meters Drg. not to scale

Yard

Annexure-II

Wagon defects attention in present scenario and with proposed facilities

		Present Scenario		With proposed facilities
Sl No.	Defects	Examinati on line	Sick line	Examinatio n line	Sick yard line	Sick line
A	Wheel Defects
1	Deep Flange		√			√
2	Hollow Tyre		√			√
3	Skidded		√			√
4	Sharp Flange		√			√
5	Thin Flange		√			√
6	Root of Flange		√			√
7	Grease Oozing/Warm box		√			√
B	Air Brake Defects
1	DV replacement	√		√
2	Angle cock replacement	√		√
3	COAC safety Bkt. Replacement	√		√
4	Dirt collector replacement	√			√
5	Air hose replacement	√		√
6	Air hose palm end replacement	√			√
7	MU washer replacement	√		√
8	Air hose carrier replacement	√		√
9	Brake pipe	√			√

		Present Scenario		With proposed facilities
Sl No.	Defects	Examinati on line	Sick line	Examinatio n line	Sick yard line	Sick line
10	Piston stroke adjustment	√		√
11	Auxilliary reservoir Bkt. Replacement	√			√
12	Brake Cylinder Leak		√		√
13	Branch Pipe Leak		√		√
14	AR Tank Leak		√		√
15	Common pipe Bracket		√		√
C	Bogie Defects
1	Brake block replacement	√		√
2	Brake shoe replacement		√		√
3	Brake shoe key replacement	√		√
4	Split pin replacement	√		√
5	End pull rod pin hole adjustment	√		√
6	Push rod replacement	√			√
7	Equalizing lever replacement		√		√
8	Outer spring replacement	√		√
9	Inner spring replacement	√		√
10	EM pad	√		√

		Present Scenario		With proposed facilities
Sl No.	Defects	Examinati on line	Sick line	Examinatio n line	Sick yard line	Sick line
	replacement
11	Brake beam pocket liner replacement		√		√
12	Column plate		√		√
13	CC pad		√		√
14	Snubber Spring		√		√
15	Snubber Wedge		√		√
16	Slope Liner		√		√
17	Side bearer Housing		√		√
18	Side bearer Spring		√		√
19	Adapter Cant	√			√
20	Bottom spring plank		√		√
D	Brake Gear defects
1	SAB replacement	√		√
2	SAB gear bush & roller Bkt. Replacement	√			√
3	Control rod replacement	√		√
4	Load tie rod replacement	√			√
5	Empty tie rod replacement	√			√
6	Sleeve nut replacement	√			√
7	L/E bkt & Handle replacement	√		√
8	Short pull rod replacement	√		√
9	End pull rod	√		√

		Present Scenario		With proposed facilities
Sl No.	Defects	Examinati on line	Sick line	Examinatio n line	Sick yard line		Sick line
	replacement
10	Horizontal lever safety Bkt. Replacement	√			√
11	Brake Beam		√		√
12	Low Bottom (22WM)		√			√
E	CBC /Draft Gear Defects
1	Knuckle changing	√		√
2	Knuckle pin changing	√		√
3	Knuckle pin APD	√		√
4	Lock lift assembly replacement	√			√
5	Lock replacement	√		√
6	Operating handle replacement	√		√
7	Bearing Pease replacement	√			√
8	Stricker casting wear plate replacement	√		√
9	Shank wear plate replacement	√		√
10	Draft Gear		√			√
11	CBC Coupler Body		√			√
12	Yoke		√			√
13	Yoke Pin Support Plate Rivets		√		√

		Present Scenario		With proposed facilities
Sl No.	Defects	Examinati on line	Sick line	Examinatio n line	Sick yard line		Sick line
F	Under Frame & Body Defects
1	Door fitting replacement (minor)	√		√
2	Door fitting replacement (major)		√		√
3	Hand Brake wheel repair (steering handle replacement)	√		√
4	Hand Brake rod system		√		√
5	Foot step replacement	√		√
6	Side stanchions		√		√*	√
7	Under frame channel		√		√*	√
8	Floor		√	√ #	√*	√
9	Body		√	√ #	√*	√
10	Door		√	√ #
11	Top Pivot		√			√
	#. Repair of very minor nature * Repair of medium nature.

Annexure-III

Infrastructure facilities including M&P for CC rake Examination Yards

Description		Recommended Requirement
Trains examined per day (average)		5-10 rakes per day
(A)	INFRASTRUCTURE
1.	Total lines required	2 Lines for examinations and one line for sick wagon and one line for fit wagon and two lines for shunting and traffic use.
2.	Center to center distance between two lines	7.5 m centre to centre distance to be provided between two lines for enabling proper examination and assure staff safety from movements & for material movements.
3.	Flooring in yard	The complete area of examination yard i.e. 30 x 750 meter will be provided with abrasion resistance granolithic concrete flooring and ballast less embedded track, to ease movement of vehicles.
4.	Covered shed	The complete area of examination yard i.e. 30 x 720 meter will be provided with covered shed.
5.	Paved road for truck movement.	Five meter wide paved road connection to Municipal road from both ends of the yard.
6.	Length of line	Rake length plus fouling mark i.e. approx. 750 meter.
7.	Supervisors Room	One room of size 5mx7m.
8.	Computer room	One room of size 10mx7m
9.	Staff room	One room of 6mx10m at each end.
10.	Rolling in/out huts	One no. (3mx3m) at each end with spot light.
11.	Field store + Tool room	Should be the size of 10mx12m
12.	Compressor Room	6mx8m room for each compressor.
13.	DG room	6mx8m room for DG set
14.	Vehicle parking room	15m x 7m
15.	Yard control room	5m x 7m
16.	Battery charging room	As per requirement depending on the number and usage of material movement equipment.

(B)	LIGHTING
1.	Tower light with adequate height around covered shed & spare lines	Four tower lights (20 meter height) per examination yards.
2.	Heavy-duty portable rechargeable torches.	6 nos.
3.	LED head light	One per staff + 50 % spare
4.	Overhead light	Metal halide lamps OR LED Lamps Details as per Annexure-VIII-A
(C)	MACHINERY AND PLANT
1.	Shunting engine	01 no
2.	EOT crane with pendant and remote control facility	07 nos (If proposed)
3.	Welding Plant (portable)	06 nos Details as per Annexure-VIII-C
4.	Rail cum road vehicle (capacity to haul 30 empty wagons)	01 no (If proposed)
5.	Arc welding set (Mounted on trolley)	Two nos. Details as per Annexure-VIII-C
6.	DG set 250 KVA (for compressor, light & welding)	One nos
7.	DG set 500 KVA (for cranes)	One no. (If proposed)
8.	Electric/DSL Compressor (500 CFM) (Required for brake power testing of air brake train)	One no.
9.	Gas cutting set	1 per examination batch
10.	Protective clothing with Helmet & Gloves	As per requirement
11.	Welding Apron & welding glass	As per requirement
12.	Rake Test Rig	One per line & one standby

13.	Hydraulic Jacks for wagon lifting, Bolster spring changing, Side Bearer Spring changing for HA and CBC wear plate changing.	5 Jacks each of 10 Tons, 20 Tons and 25 Tons.
14.	MUV (Four wheeled Tata Ace truck )	02 per line
15.	Staff van	2 per yard
16.	Pick up van (for movement from outside)	2 per yard
17.	Truck	02
18.	Lister truck	4 nos.
19.	Road mobile crane (15 Ton capacity)	One no.
20.	Hydraulic CBC lifting crane (2 T capacity)	01 Details as per Annexure-III-A
21.	Hand trolley	1 per line
22.	Mobile (wheeled) platforms to attend doors etc	1 per line
23.	Portable drill machine 12 mm	As per requirement.
24.	Bending machine	Not required	One per yard
(D)	MISCELLANEOUS
1.	Storage rack with pigeon holes	As per requirement
2.	Rack with Locker	One locker per staff
3.	Rack with Locker	One locker per staff
4.	Plain paper fax with P&T line	One per depot
5.	Laptop	As per requirement
6.	Walkie Talkie set/ Mobile phone	25 nos
7.	Railway Telephone	As per requirement
8.	P&T Telephone	One per depot

9.	Computer, with printer, Scanner, UPS with preloaded software & modem.	03 no.
10.	C&W Office furniture	As per requirement
11.	Railnet Connection/ (Internet Connection if Railnet is not available)	As per requirement
12.	Xerox Machine for printing, copying with stabilizer	One per depot
13.	PA system	One per yard

Annexure-III-A

Annexure-III-B

Annexure-III-C

Annexure-III-D

Annexure IV

The diagnostic systems of Northern Railway at TKD yard :

Way Side Data Collection Systems: are proposed to be installed at entry to and exit from TKD yard. The system shall be in the form of modularized set of instrumented detectors. These equipment shall pick up data of moving trains and using standard comparators identify defect locations. Data collected from this system shall be analyzed at the central location in the yard. Using Wheel Data Management system Solution Software (WDMS) and through network this result shall be provided to the forth coming train examination gang. The system shall be capable of indicating the wheel condition and any part requiring replacement beforehand.

Acoustic Bearing Detectors: This shall provide information about bearing condition and notify bearing that have internal defects related to cup cone or rollers and prevent axle boxes before they become hot. The system shall have an automated alarm notification with self-diagnostics.

Low Hose Detectors: This equipment is for identification of hanging parts affecting bearing performance. This shall have a non-contact measurement system to identify low hanging parts. It shall employ infrared light curtains to identify each hanging part by measuring the distance between the part and top or rail. This shall give graphical display of hanging parts and automated alarm

Wheel Impact Load Detector: The equipment shall detect the condition of wheel with respect to flat tyre, its magnitude and send audio-visual alarm to the centralized control system, if the limits are more than the prescribed. This will enable the maintenance staff to plan the wheel change in

Weigh In Motion (WIM) with load imbalance and overload detection: This shall be used in consumption with WILD and shall provide information for overload or load imbalance conditions.

Wheel profile recording detector: This equipment shall be able to measure the bogie parameters such as vertical & lateral forces, vertical and lateral movement while the wagon is in motion and shall be able to guide the maintenance staff about the bogie condition with respect to the laid down maintenance

Machine vision equipments consisting of brake equipment monitor: This system shall measure and monitor the brake blocks, especially its wear.

Yard Center Database Integration: There shall be central control integrated system for linking all performance monitoring system at the TKD yard center in the wheel data management system (WDMS). The information shall be displayed in a useable format for maintenance personnel and management. It will include a web based interface and integrate all detectors in the wayside detector

In-situ Wheel Changing: Mobile hydraulic jacks with wheel changing facility –the equipments will be hydraulically operated and able to lift the loaded wagons to a height so that the wheels can be taken out axially instead of rolling out on the track. Adequate safeguards for fail safe operation shall be available for operation safety. System shall be capable of handling loaded wagons. Suitable forklifts trucks to transport wheels from a central location shall be provided.

Annexure –V-A

Trial Conducted at NKJ yard

[ As per CAMTECH Report No. CAMTECH/2008/M/W/Infra/1.0 Jan-2008 ]

Sl.no.	Activity	Time taken
1	Attaching of diesel engine in front of incoming AC loco, taking line block, checking of the load by C&W staff, attention to minor repairs and brake testing, chalk marking of wagons requiring detachment.	1’. 0.0”
2	Releasing line block and Pulling the rake to ROH shed	0 ‘ 15”.
3	Total time for bringing detachable wagons under position of EOT cranes	0’54”
4	Creation of gap between individual wagons	0’38”
5	Time taken for detaching/ replacement of 13 wagons	1’44”
6	Recoupling of load, pulling the load ahead, detaching diesel engine, creation of air pressure and despatch of load	32 “
7	Total time taken	5’.03”

It can be seen from the table in para 7 that replacement of one sick wagon by a fit wagon takes 8 minutes (average).

There was a substantial avoidable detention in this trial scheme due to limited length (100 meters) of ROH shed and limited number of EOT cranes (2 numbers) and their limited capacity (15 T).

If entire rake is placed at one go inside the covered shed of 720 meters, the required gaps can be created earlier and there would be a saving of 54 minutes.

Trial Conducted at PP yard Bhilai

Annexure –V-B

[ As per CAMTECH Report No. CAMTECH/2008/M/W/Infra/1.0 Jan-2008 ]

(A trial was conducted at Bhilai yard to see total time taken from placement to ready per train )

Detaching diesel engines, creation of air pressure, continuity test, issue of BPC and dispatch of train ( 45 minutes)

Annexure V-C

The flow chart indicating the sequence of activities :

(Based on trial conducted at NKJ yard to see total time taken from placement to ready per train

)


tachable wagons ick) and wagons (1 hrs )	Repair on remaining wagons including pipe connection etc.(1 hours) * This activity will run in parallel to creation of gap and lifting of wagons

Annexure-VI-A

Approx. Cost break-up for proposed facilities

Sr. No.	Item	Approx.Cost in Rs
1.	Abrasion resistance granolithic concrete floor 22500 sq mts. inside 720 mts x 30 mts shed.	1.7 Cr.
2.	Shed 720 mts x 30 mts @ of Rs 14,500 per sq meter.	31.32 Cr.
3.	7 EOT cranes of 30 T capacity @ 0.75 Cr.	5.25 Cr.
4.	Shed illumination and power supply	2 Cr.
5.	Yard alteration	2 Cr.
6.	Sick line extension and upgradation	2.5 Cr.
7.	Other M&P	2 Cr.
	TOTAL	46.77 Cr.

2 R & D lines and 720 mts x 30 mts shed complex will be sufficient for examination upto 10 rakes per day on an average.

Present scenario ( for 10 rakes/day examination)

Average detention per rake =

17.10 hrs.*

Total rake hrs spent from arrival to departure =171.40 hrs
Rake days locked in yard (171.4/24) = 15 Future scenario
Detention per rake = 5
Total rake hrs spent on account of examination= 50 hrs (Arrival to departure)
Rake days locked in yard (50/24) = 08

Monetary Savings (In terms of cost of wagon)

D. Cost of wagon = 18.5 lacs

Cost of one rake = 58×18.5 = 1073 lacs

NET SAVING OF RAKES WILL BE 7.15-2.08 = 5.07 RAKES PER DAY

Savings in terms of rake cost = 5.07×1073 = 5440 lacs

= 54.40 Crores

(monetary saving)

The net earnings (excluding haulage costs) per wagon hour is Rs.316/-

Net annual additional earnings due to recommended pattern

= Earning/wagon x No. of wagons per rake x no. of hours/year

= 316 x 58 x 365 x 24

= 16.05 Crores

Hence net annual savings due to proposed facilities

= Net saving of rakes x net earning per rake-Addl operating cost

= Rs.(5.07 x 16.05 ) – 1.43

= Rs. 79.95 Crores

(for existing efficient yards)

Present scenario ( for 10 rakes examination per day)

Average detention per rake =

9.30 hrs.

Total rake hrs spent from arrival to departure = 93 hrs
Rake days locked in yard (93/24) = 875 Future scenario
Detention per rake = 5
Total rake hrs spent on examination ( AR_DP)= 50 hrs
Rake days locked in yard (60/24) = 08

NET SAVING OF RAKES WILL BE 3.875 – 2.08 = 1.795 RAKES PER DAY

Monetary Savings (In terms of cost of wagon)

Cost of wagon = 5 lacs
Cost of one rake = 58×18.5 = 1073 lacs

Savings in terms of rake cost = 1.795×1073 = 1926 lacs

= 19.26 Crores

Net earnings per rake

= 16.05 Crores

Hence net annual savings due to proposed facilities

= Net saving of rakes x net earning per rake – Addl.operating cost

= Rs.(1.795 x 16.05 ) – 1.43

= Rs. 27.37 Crores

Annexure-VI-B

Savings and advantages of the proposed facilities for a model yard handling 10 rakes per day

[ As per CAMTECH Report No. CAMTECH/2008/M/W/Infra/1.0 Jan-2008 ] Present scenario

of rakes examined per day = 10
Average detention per rake = 17.10 * (* all India average based on sample figures of Oct.07)
Total rake hrs spent from arrival to departure =171.40 hrs
Rake days locked in yard (171.4/24) = 15

Future scenario

Rake examined per day = 10
Detention per rake = 5
Total rake hrs spent on account of examination= 50 hrs (Arrival to departure)
Rake days locked in yard (60/24) = 2.08

Note : 1. There will be no change in detachment due to ROH/POH.

There will be increase in detachment due to sick marking. But most of these sick wagons will be made fit much faster in the new system due to their attention under better working conditions and faster placement in sick-lines. There will be no increase in wagon hrs. lost in main sick line.

Net Saving of rakes will be 7.15- 2.5 = 4.65 rakes per day.

Monetary Savings

As per Traffic Accounts figures of SC Rly., the net earnings (excluding haulage costs) per wagon hour is 316/-.

Hence net annual additional earnings per rake saved due to recommended pattern

= Earning/wagon x No. of wagons per rake x no. of hours/year

= 316 x 58 x 365 x 24

= 16.05 Crores

Hence net annual savings due to proposed facilities

= Net saving of rakes x net earning per rake

= Rs.(4.65 x 16.05 )

= Rs. 74.63 Crores

Shunting in yard will be reduced with resultant saving in manpower and rake

Productivity of C&W staff will improve, as they will work under covered shed with full illumination round the clock, all seasons in a year.

Average earning capacity of wagon (Traffic Costing Cell, SC Rly.)

S.No.

Details

BCN

BOXN

Avg. Wagon Km per Wagon day on line. (ASS-24 of 2003-04).

229.6

Avg. Wagon Km per one hr. (item (I) 24)

9.57

Carrying Capacity of Wagon in Tonnes.

55.7

58.81

NTKMs for one hour. (Item 2*item 3)

532.66

562.62

Commodity for loading

Cemt.fert.

Coal & I/ore

Avg. earnings per NTKM in Paise. (ASS.13 of 203- 04)

82.1

72.4

Earning for NTKMs Lost (Item 4*item 6) per hr.

437

407

Cost of haulage per WKM. (ASS.15 of 2003-04)in paise.

540.74

Cost of hauling a wagon per Hr.

129

Dependent Cost @78.5%.

102

Net earning/opportunity Cost per Hr. (per wagon) (item 7-item10)

336

306

Net earning/opportunity Cost per Hr.escalated to 2004-05. Rs.

349

316

Annexure-VII

Specification of Abrasion Resistance Granolithic Concrete flooring

ITEM-I

50 mm thick abrasion resistance granolithic concrete floor topping 1:1:2 (cement. fine aggregate, coarse aggregate as per ISI 5491 laid monolithically or separately on hardened base concrete metallic materials for high abrasion resistance in the top 15 thick layer only.

Without in any way restricting of modifying the provision of the general condition of contract in that regard the rates for the above items of work shall be inclusive of all costs of the following elements.

The work of granolithic concrete floor topping 1:1:2 (cement. fine coarse aggregate) will be carried out as per the relevant I.S. Codes, Railway’s specification of material and specification as applicable for plain, cement concrete, RCC. In addition to this the IS Code 2571 of 1970 and 5491 (latest) will also be referred for guidance.
The bays/floor panels layout for complete floor area will be drawn with correct level and size as per the direction of Engineer-In charge. The screed strips will be provided for granolithic as well as for base floor with all material/arrangements to ensure smooth joints/corner of
- Providing all shuttering, centering; staging, screed plates, as require for the execution of the
- Mixing, transporting, lifting, placing, vibrating and testing of concrete in all conditions, location and conforming to the relevant standard specification/ or IS specification as
- All lead including crossing of roads, trenches, culvert, pipe line or any other existing feature at work
- All costs of contractor’s labour, material consumables to plant and machineries etc. complete in all respect including compaction

equipment/surface vibrator for execution of work. .

The wooden float will be used to render the surface even and in level. The surface shall be tested with a straightedge and mason’s spirit level to detect any undulation in the

The size of panels, location of expansion/contraction joint will be pre decided/finalized and work will be carried out in a planned manner and procedure as approved by Engineer in-charge /representative.

The concrete mix of 1:1:2 as specified in item for ingredients will be taken as 1 cement, 1 fine aggregate and 2 part of coarse aggregate by volume. The cement content for 50 mm thick granolithic concrete for 1 m² of area will be 0.56 bags (i.e.11.2 bags of cement for one m³ of concrete). The water cement ratio will be within 0.4.
The granolithic layer will be laid monolithically within 2 to 3 hours of laying of base concrete preferable within half an hour. The sequence of casting of granolithic layer will be monitored with care full supervision under the guidance of Engineer incharge/representative.
No concreting will be allowed without complete preparation of base concrete, the surface of base concrete below granolithic be kept rough to have adequate
The item rate includes testing of all materials as per relevant IS code specification and concrete cubes testing for concrete. The required equipment for field tests and arrangements shall be made as per direction of Engineer in

ITEM -II

Providing and laying 20 mm thick granolithic concrete floor topping with M35/10 immediately after casting base concrete.

Formulating a design mix of the required strength in the number specified in the relevant standard specification and/or IS specification as
Providing all shuttering, centering, staging, screed plates, as require for the execution of the
Providing and fixing to correct line level, size and shape, shuttering of steel plates welded on steel framed panels and or approved quality ply wood panels fixed with counter sunk screws on steel/wooden framed panes of a design, material and construction to the satisfaction and acceptance of the Engineer or his representative. The fixing of shuttering/screed plates being done in a manner to obtain leak proof joints in the panels to prevent slurry leakage during placing or compacting of the concrete by Vibration or trawling the
Mixing, transporting, lifting, placing, vibrating and testing of concrete in all conditions, location and conforming to the relevant standard specification / or IS specification as appropriate Including testing of material for concrete and concrete cubes.
All lead including crossing of roads, trenches, culvert, pipe line or any other existing feature at work
All costs of contractor’s labour, materials, consumables to plant and machineries etc. complete in all respect for execution of
The rates are inclusive of provision of all type of joints expansion, contraction & construction joints. The dowel bars as per requirement will be paid under separate steel items. The other work and material required to provide joints, cutter, binding, placing and provision of specified joint in inclusive as approved by Engineer In
The arrangement for adequate curing of concrete as required and directed by Engineer in charge/ representative will be made. Any deficiency in curing will result the rejection of work and full recovery for any deficiency noted during work or afterwards. The deficient level, finishing or poor compaction will result full rejection of deficient panel of flooring.

Annexure-VIII

Annexure-VIII-A LIGHTING ARRANGEMENT FOR CC RAKE EXAMINATION YARDS

OVERHEAD LIGHTING

For lighting over general shed area Illumination required : 100 – 150 lux

Mounting : Overhead hanging from covered shed structure

BLENDING OF LIGHTS

Metal Halide + blending with alternate fitting of T-5 tube light in each row (For quick recovery of lights after power failure)

SPECIFICATION FOR 400W METAL HALIDE LIGHT FITTING:

Specification for light fitting luminaire shall be as given below:

Voltage : 230V AC 1f, 50Hz

Lamp : 400 watts Metal Halide Lamp

Lamp type : Single ended clear elliptical Metal Halide lamp Lamp base : E – 40.

Luminaire : Integral side mounted high bay luminaire Lamp holder base : GES(E40), skirted porcelain.

Reflector : Electrochemically brightened, high purity anodized

aluminium parabolic reflector.

Control gear : Heavy duty copper wound ballast, ignitor, and power factor

correction capacitor suitable for 400 watt metal halide lamp. The control gear cover shall be swung open for easy maintenance.

Earthing terminal : Suitable for 14 SWG earthing wire.

Mains connector : 2 way 10 amps G.F.P. mains connector suitable for 4 sq. mm

incoming cable.

Installation : 18 mm ID Eye bolt with adjustable mounting plate for well

aligned suspension.

Wiring : All accessories of luminaire shall be prewired up to terminal

block.

Tightness level : For control gear compartment IP 43. IS : Luminaire shall confirm IS: 10322.

SPECIFICATION FOR LIGHT FITTING (for 4 x 54 W T-5 Highbay

Fittings):

Voltage : 230V AC 1f, 50Hz

Lamp : 54 Watt x 4, T-5 energy efficient fluorescent Lamps

Energy Efficient High bay fitting made of Aluminium body, consisting with 4 Nos. separate Electronic ballast operative in 130V. 300V THD less than 10% having power factor more than 0.95, suitable for 4 x 54W T-5 lamps system complete with lamp, provided with suitable hanging arrangement at 12 mtr. height.

Dimension : 600 x 1200 x 100 (Alternate to 400W MH lamps)

LIGHT FITTING CONFIGURATION

(Refer Drg. No. IRCAMTECH.GWL.EL.Wagon yard 1)

Overhead light fittings should be located at the roof structure of the shed between examination lines.
Distance between the two fittings in a row along the shed length shall be 12.0
Light fittings configuration between two rows shall be planned in zigzag manner as shown in Drg. No.IRCAMTECH.GWL.EL.Wagon yard-1.

SUPPLY AND CONTROL ARRANGEMENT

Overhead 3-phase 4-wire system laid with suitable brackets and insulators along the shed structure under the roof.

Wiring:

3-phase 4-wire system, single core cable of suitable size PVC insulated 650/ 1100 V aluminium conductor, unsheathed, unarmoured confirming to IS: 1554

(Part I). Wiring shall run on suitable brackets mounted on shed structure with reel insulators.

Overhead 4 wire, wiring shall be connected through a suitable size 3.5 core 650/ 1100V aluminium conductor, PVC insulated and sheathed, armoured cable confirming to IS: 1554 (Part I) from MCBs. This cable should be supported on suitable wooden brackets fitted on sheds coloumn structures.

Switch Gears:

Each row of light fittings should be supplied through a suitable rating. TPIC switch and individual phase should be controlled by a suitable rating single pole MCB.

Annexure-VIII-B

Annexure-VIII-C

Annexure-VIII-D

Proposed Welding Transformer (Portable)

Transweld 202 or latest

A 220V Single Phase Welding Transformer suitable for 2.5 mm, 3.15 mm & 4.00 mm electrodes, yet ultimately portable – Transweld

It simply means that you get the value for your money at the instant of buying the machine itself. With ESAB’s expertise and assurance, the confidence and quality of performance comes packed with the machine.

Features

220V, portable and compact welding transformer
5 mm, 3.15 mm & 4.00 mm electrodes can be used
Infinitely variable hand welding current setting
Protection against overloading
Manufactured in an ISO 9001 certified factory
Class “H” Insulation

Description	Transweld 202
Input Voltage	220V, 50 Hz, 1 Phase
Welding Current Range	60 – 200 Amps
Dimension (L x W x H) mm	495 x 345 x 410
Weight	43 Kgs

Annexure-VIII-E

Proposed Welding Transformer

Transweld 400 – Air cooled welding transformer or latest

ESAB Transweld 400 is a 400 Amp Manual Arc Welding Transformer that combines unique functional and safety features. Ensures excellent welding quality with economy. Its natural air-cooled ensures non-stop performance even in the most uncertain difficult conditions. Ideal for use at site or in a workshop.

Special Features

Natural air cooled machine ensures maximum safety
Current available in single range. Current indicator and current control handle both on front panel
Robust and compact construction ability to withstand rough handling at sites
Horizontal shunt core travel ensures precise setting after prolonged use
Class ‘H’ insulation provides longer coil life

Technical Specifications
Input
Supply Voltage	415V, 2 Lines of 3 Phases, 50Hz AC
Rated Input Current	63 Amps
Rated Input KVA	26 KVA
Output
Open Circuit Voltage (Maximum)	80 V
Range of Welding Current	80 – 400 Amps
Maximum Continuous Hand Welding current at 60% duty cycle (Rated welding current)	300 Amps
Type of welding current regulation	Stepless
Type of cooling	Natural Air Cooled
Net Weight (Approx).	115 Kgs
Approx. Dimension	600 x 410 x 720 mm

MULTI – UTILITY VEHICLE

Annexure-IX

Standardization of Infrastructural facilities for CC Rake Mainten

Annexure X

CHECK LIST FOR CC FREIGHT EXAMINATION POINT

Railway :……………Type of stock : …………Type of attention : … … … Division : ………….. Avg. no. of rakes examined: …………

Sl. No.	Item	Availability		Remarks
Sl. No.	Item	Yes	No
1.	7.5 m center to center distance between two lines
2.	Concrete path way
3.	Paved road for truck movement.
4.	Supervisors Room
5.	Staff room
6.	Rolling in/out huts
7.	Field store + Tool room
8.	Compressor Room
9.	Exhauster room
10.	Battery charging room
11.	Tower light
12.	Street light along examination lines at two levels
13.	Portable rechargeable light
14.	Hand lamps
15.	Welding line
16.	Arc welding set (Mounted on trolley)
17.	Portable DG set
18.	DG set 250 KVA (for compressor, light & welding)
19.	Electric Compressor (500 CFM)
20.	Diesel Compressor (500 CFM)
21.	Gas cutting set
22.	Hyd. Cold cutting set/ Hand shears
23.	Protective clothing with Helmet & Gloves
24.	Welding Apron & welding glass
25.	Pneumatic pipe line (32mm dia.)
26.	Rake Test Rig
27.	Hydraulic Jacks
28.	Wheel Barrow
29.	Pick up van
30.	Truck
31.	Lister truck
32.	Road mobile crane

Sl. No.	Item	Availability		Remarks
Sl. No.	Item	Yes	No
33.	Hand trolley
34.	Portable drill machine 12 mm
35.	Drill machine
36.	Bending Machine
37.	Fitter tool box
38.	Pressure gauge test stand
39.	Folding type portable wheel diameter gauge
40.	Wheel distance measuring gauge
41.	CBC height gauge
42.	Tyre defect gauge
43.	Electronic device/ Infra red thermometer for detecting warm box
44.	Electric operated hand tools i.e. Grinder.
45.	Pocket Jack (Hydraulic) 6 Tons capacity.
46.	Hand tools
47.	Storage rack with pigeon holes
48.	Rack with Locker
49.	Fax machine with P&T line
50.	Walkie Talkie set/ Mobile phone
51.	Railway Telephone
52.	BSNL Telephone
53.	Computer with printer, Scanner, UPS with preloaded software & modem
54.	C&W Office furniture
55.	Railnet / Internet connection
56.	Zerox Machine
57.	First aid equipment

CHECK LIST FOR SICKLINE OF EXAMINATION YARD

Railway :……………Type of stock : …………Type of attention : … … … Division : ………….. Avg. no. of coaches attended : …………

Sl. No.	Item	Availability		Remarks
Sl. No.	Item	Yes	No
1.	Covered Shed
2.	SAB Repair Room
3.	DV Test Room
4.	Service Building
5.	Computer Room
6.	Store Room + Sub store
7.	Machine Shop
8.	Battery room for charging lister/ jumbo truck batteries
9.	Compressor Room
10.	SE/JE Room
11.	Pit line
12.	EOT Cranes 15t/ 5t
13.	EOT Crane 10T / 3T
14.	Road Crane 10T Capacity
15.	Jib Crane 2.5T
16.	Electrical Stationary Screw Air Compressor With Air Receiver (500CFM)/ Dsl compressor
17.	Turn Table
18.	Trestles
19.	Hydraulic Pipe Bending Machine
20.	Bench Drilling Machine
21.	Heavy Duty Pedestal Grinder Double Ended
22.	Shearing Machine 6 mm x 2200 mm wide
23.	Battery Charger
24.	Weighing Machine 500 Kgs.(for scrap disposal )
25.	DG Set
26.	Gas Cutting Equipment
27.	Plasma Arc cutting machine for SS wagons
28.	Work Station for Bogie Repair
29.	Welding Machines
30.	MIG/TIG welding machine for SS wagons
31.	Winches
32.	Bogie Manipulators

Sl. No.	Item	Availability		Remarks
Sl. No.	Item	Yes	No
33.	Pipe line for air 32 mm diameter
34.	CO₂ Welding Machine
35.	Rail cum road vehicle
36.	Fork Lifter 3 Ton
37.	Truck 10 Ton Capacity
38.	Tractor With Hydraulic Lifting Machine & 3 Trolleys (Trailers)
39.	Platform Truck 2 Ton
40.	Light Store Vehicle
41.	Hand Trolleys with Rubber Wheels
42.	Water Cooler
43.	Floor cleaning machine
44.	Fitters Lockers
45.	Fax With P&T Line
46.	First Aid Equipment
47.	Photocopier
48.	VHF Sets/ Mobile phones
49.	Storage Racks
50.	Portable Hydraulic Riveter
51.	Stores Bin
52.	Portable Electric Grinders
53.	CBC & Draft Gear Replacement Equipment
54.	SAB Test Bench
55.	Hydraulic Jacks 15 Ton
56.	Set of special spring spanners, Box spanners, Torque spanners
57.	Bottle jacks
58.	Pneumatic/ Electrical hand tools
59.	Gauges & Instruments
60.	Single Wagon Test Rig
61.	DV Test Stand
62.	Hand Tools
63.	Pneumatic Torque Wrench With Sockets 1″ to 2″
64.	Ultrasonic leak detector for tank wagons)
65.	Pressure gauge dead weight tester

CAMTECH/2017/M/CC-INF-STD/1.0 53

Annexure XI

RECOMMENDED ILLUMINATION AS PER IS 3646 (PART 1): 1992

SL No.	Type of work	Relevant Clause of specification	Recommende d Illumination	Quality Class of Direct Glare Limitation	Remarks
1.	Goods Yard	Adapted from Clause 23.8.1.5	5-20	–	The level may depend on topography, road conditions, drainage, vegetation, shunting frequency and yard capacity.
2.	Entrance of Yard for Rolling –in-Examination	Adapted from Clause 7.7.1	300-500-700	1	As moving parts are examined, values nearer upper limit should be selected.
3.	Vacuum Exhauster/Air Compressor Room	Adapted from Clause 23.7.1.5	100-150-200	2
4.	Store	Adapted from Clause 16.1	100-150-200	3
5.	Wagon body lifting Shed	7.6.2	300-500-750	2	As moving parts are examined, values nearer upper limit should be selected.
6.	Machine Shop	7.3.2	300-500-750	2
7.	Reclaim Section	7.3.1	200-300-500	3
8.	Test Lab (D.V., SAB, Hydraulic Jack etc.)	7.6.3	500-750-1000	1
9.	Wheel shop (i) General (ii) On Wheel Lathe	7.1.1 7.3.3	200-300-500 500-750-1000	3 2	Local lighting may be used to supplement the general lighting in wheel lathe area.

NOTES

The above values are based on the IS Specification listed above, which may be referred for further
The number and quantity as well of type of bulbs may be decided based on the values for recommended illumination and quality class of direct glare limitation.
These values are indicative and may need to be reviewed to suit local conditions

Suggestions received during Seminar at CAMTECH on 28.04.2017

SN	Suggestions	Suggested by	Remarks by RLy Board
01	Rake ID should be mentioned in revised BPC formats.	STA/WCR, NKJ
02	Kilometres logging in BPC is not being done by crew. Validity should be decided as per no. of days only.	HPT/SWR, SMP/WR, NJP/NFR STA/WCR
03	BOXN-HL wagon pillar are getting off from bottom and wagon body is expanding.	HPT/SWR, NKJ/WCR
04	Cases of Door eye bolt broken in BOXN-HL wagon is more.	HPT/SWR, NKJ/WCR
05	Space for 11 digit wagon number is insufficient in BPC .	SDAH/ER, SMP/WR, STA/WCR
06	BPC Format should be bilingual.	SDAH/ER, SMP/WR, STA/WCR
07	Striker casting may be condition basis in place of must change in ROH.	SDAH/ER, MGS/ECR, BSP/SECR, Gooty/SCR
08	Vertical liner for flat type centre pivot should be must change in POH	MGS/ER
09	Clearance between pins and bushes (not more than 1.5 mm) is difficult to check during maintenance in sick line. (given in table 2.3 item 3.0 Bogie brake gear of Revised maintenance manual for wagons)	NKJ/WCR SMP/WR, STA/WCR
10	Gradients for train examination yard should be specified.	NKJ/WCR SMP/WR, STA/WCR
12	Standard Specifications/drawings for Bogie manipulator, wheel turn table, Bogie assembly line carrier and mobile work station required.	SMP/WR STA/WCR
14	No. of revalidation of CC rake and validity of revalidation to be specified.	ADI/WR SMP/WR STA/WCR
15	Railnet should be provided in all examination yards.	ADI/WR SMP/WR STA/WCR
16	Concept of CC rake formation from off ROH/POH wagons may be elaborated.	GIM/WR SMP/WR STA/WCR
17	In service safety tolerances should be provided, some accidents cases findings are pending due to non availability of safety tolerances in line with P-Way.	SC/SCR SMP/WR STA/WCR

SN	Suggestions	Suggested by	Remarks by RLy Board
18	Tolerances should be provided for trammelling gauge dimensions & other bogie dimensions.	RDM/SCR, BZA/SCR
20	Length of pit line for ROH repair need to be increased for better examination of under gear parts.	RDM/SCR
21	CC rakes are running after expiry of BPC validity by traffic. It should be avoided.	KJGY/NR SMP/WR STA/WCR
22	Mostly BOXN wagons body and doors are being damaged during loading/unloading.	NGY/NFR SMP/WR STA/WCR
23	Instruction for maintenance of bogies with LSD and BMBS are required in field.	Gooty/SCR SMP/WR STA/WCR
24	Standardization for measuring heights of springs (grouping) with the help of machine should be done.	Gooty/SCR, BZA/SCR SMP/WR STA/WCR
25	LED inspection lamp is better for examination.	MGS/ECR, NKJ/WCR SMP/WR STA/WCR
26	Both Diesel & Elect. Compressors are required in CC Rake depot.	NKJ/WCR & SMP/WR
27	LED hand held rechargeable torch is required for CC rake examination	MGS/ECR, GIM/WR
28	Covered shed is not required for examination lines.	SMP/WR STA/WCR
29	6 Nos. tower lights/high masts required for 750 m length examination line.	MGS/ER, NKJ/WCR & KGJY/NR
30	One dedicated shunting Loco is required (under control of operating Deptt.)	NKJ/WCR & KGJY/NR SMP/WR STA/WCR
31	For rake testing, taping from air pressure line is required at starting end and air pressure line is required at only one line and taping to be provided for other lines.	NKJ/WCR & KGJY/NR SMP/WR STA/WCR
32	Total 03 Nos. welding plants are required one for each line and two spare plants for breakdown.	MGS/ECR & GIM/WR
33	01 no. MUV (multi utility vehicle)/yard is required for material transportation.	NKJ/WCR, SMP/WR STA/WCR
34	01 no. staff van/yard is required for staff transportation.	NKJ/WCR, MGS/ECR SMP/WR STA/WCR

SN	Suggestions	Suggested by	Remarks by RLy Board
35	01 no. Pickup van/yard is required for Depot.	RTM/WR & BSP/SECR SMP/WR STA/WCR
36	02 Nos. of truck also required for transportation of store material.	SMP/WR & MGS/ECR SMP/WR STA/WCR
37	01 Road mobile crane of 15 T capacity is required in depot.	MGS/ECR SMP/WR STA/WCR
38	Portable drill machine and hand grinder are required	MGS/ECR & STA/WCR SMP/WR
39	Pit is required for maintenance of wagon fitted with BMBS and BVZI brake van & Tank wagon.	MGS/ECR & BIA/SECR SMP/WR STA/WCR
40	WARS (Software for freight Depot) to be developed in new version to meet present requirement.	MGS/ECR & STA/WCR SMP/WR
41	No. of Hand trolley in depot may be decided as per requirement of individual depot.	KGJY/NR & SMP/WR STA/WCR
42	OHE lines should not be provided over maintenance lines but in many depots, OHE lines are available over maintenance lines. There must be a isolation facility to isolate OHE lines.	VSKP/ECoR & NJP/NFR SMP/WR STA/WCR

——

I.R.C.A. CONFERENCE RULES PART – III Rules for Maintenance and Examination of BG Goods Stock of Indian Government Railways (UPDATED 2020)

August 24, 2020 by admin

I.R.C.A.
CONFERENCE RULES
PART – III
Rules for Maintenance and Examination of
BG Goods Stock of
Indian Government Railways
2020 version
In drive from 1st February 2020
MINISTRY OF RAILWAYS
I R C A

CONFERENCE
RULES
PART – III

RULES FOR MAINTENANCE,
EXAMINATION AND
INTERCHANGE OF GOODS STOCK
(BG SYSTEM) OF
INDIAN GOVERNMENT RAILWAYS
Foreword
The IRCA Conference Rules Part (III) was final printed in February, 1973. Since
then main modifications have taken place within the space of Freight Maintenance and
Operations over Indian Railways. Many new designs and applied sciences have been
adopted. Indian Railways is now working wagons as much as 25T axle load with a pay
load to tare weight ratio of 4:1. Keeping in thoughts the modified situation Railway
Board nominated a Committee of senior Railway officers to undertake the
revision of IRCA Conference Rules Part (III). After due deliberations and suggestions
from the varied stack holders this new version incorporating the most recent
know-how obtainable with Indian Railways has been ready.
These guidelines will go great distance in guiding the practice examiners and workers concerned in
operations, upkeep and inspection of freight inventory in discharging their
duties in the absolute best method. I’d additionally like to enrich the
Committee Members and CAMTECH for the efforts put in bringing out these guidelines.
NEW DELHI
27.1.2020

REGISTER OF CORRECTION SLIPS

Sr.No

Date of
Issue

Rule No.

Page No.

CONTENTS

Reference of Rule No.	DESCRIPTION	Page No.
CHAPTER I
1.0 – 1.25	DEFINITIONS	1-7
CHAPTER II
REPAIR PRACTICES FOR WORKSHOPS AND MAINTENANCE DEPOTS
2.0	Repair Practices for Workshops and Maintenance Depots	8
2.1	General Conditions of POH	8
2.2	Conditions of Materials for use and Procedure for Manufacturing of Components	8
2.3	Shop Issue Sizes	8
2.4	Painting & Lettering During POH	9
2.4.1	Carrying Capacity	9
2.4.2	Tare Weight	9
2.4.3	Return Date	10
2.4.3.1	Periodicity of POH of Wagons Stock	10

Reference of Rule No.	DESCRIPTION	Page No.
2.4.3.2	Scheme for Marking Return Date to Workshops	12
2.4.3.3- 2.4.3.6	Periodicity of ROH	13-15
2.4.4	Transportation and mechanical codes	16

2.4.5	PR Plates	16
2.4.6	Stenciling of Non-Pooled Stock	16
2.5	Punching of Wagon Number And Particulars	16
2.6	Verification of Wagon Number and Owning Railway	16
2.7	Applicability of Rules for Inspection/Repair in Workshops and Maintenance Depots	16
2.8	Axles & Wheels	17
2.8.1- 2.8.9	Axles	17-25
2.9	Bearings, Adapter & Axle containers	25
2.10	Inspection of adapters	27
2.11-2.11.12	Body, Roof, Door and Floor Plate/Board	28-31
Reference of Rule No.	DESCRIPTION	Page No.
2.12	Brake Gear	32
2.12.1 – 2.12.1.3	Brake Gear and Safety Brackets Examination, Securing Methods and Sizes	32-33
2.12.2	Brake Gear Examination by Maintenance Depot	33
2.12.2.1	Brake Gear Adjustment and piston stroke	33
2.12.2.2	Wagon with BMBS	34

2.12.2.2.1	Maintenance of Brake head and brake block	34
2.12.2.3	Brake Testing	34
2.12.3	Checking of Air Brake System During POH	34
2.12.3.1	Checking of Air Brake System During ROH	34
2.12.3.2	Maintenance of Air brake system in sick line	35
2.12.3.3	Sizes of management rod	35

2.12.3.4	Maintenance of Auto LSD	36
2.13	Buffing Gear, Repair Methods	37
2.13.1	Limits Of CBC Heights In Broad Gauge Stock	37
Reference of Rule No.	DESCRIPTION	Page No.
2.14	Knuckle Type Transition / Non-Transition Centre Buffer Couplers and Draft Gears	38
2.15	Security Fastenings	39
2.16-2.16.11	CASNUB Bogies	39-44
2.17	Tank Barrels-Repair Methods	44
2.18.a	ROH of BTPH Wagons	45
2.18.b	ROH of TPGLR, BTAL/BTALN Wagons	45
2.19	ROH of BOXN/BCN Wagons	46
2.20	Under body Examination and Repairs	46
2.21	Low platform bogie container flat wagon	52
2.22	APD Measures	55
2.22.2.4	Twin Pipe System on Air brake Trains	57
CHAPTER III
PROCEDURE FOR TRAIN EXAMINATION, MAINTENANCE AND INTER CHANGE

3.0	Procedure for Train Examination, Maintenance and Inter Change	58
Reference of Rule No.	DESCRIPTION	Page No.
3.1.1	Pattern of Freight Train Examination	58
3.2	Examination of Originating Trains	59
3.2.2	Re–Examination of Originating Trains	59
3.2.3	Notification of Examination Points	59
3.2.4	Frequency of Intensive Examination for completely different Stock	60
3.2.5- 3.2.5.3.1	End To End Pattern, Premium and CC Rakes.	61-67
3.2.6- 3.2.6.14	Issuing Intensive Brake Power Certificate	67-71
3.2.7- 3.2.7.12	Details of Intensive Examination	71-75
3.2.8	Examination at Traction Changing Points	75
3.2.9	Closing/securing of door to be ensured by Guard.	75
3.2.10	Air Brake Testing	75
3.3-3.3.8	Examination of Terminating Goods Trains	77-78
3.4	Damage labelling of wagons	78
3.5-3.5.4	Procedure for Damaged Stock	79

Reference of Rule No.	DESCRIPTION	Page No.
3.6	Departmental Wagons	79
3.6.1	Periodic Examination & Certification	79
3.6.2-3.6.2.2	Guard & Driver Checks	82
3.6.3	Post loading/publish tippling examination	84
3.6.4	Re-validation / Safe to run examination	84
3.7	Re-Examination of Originating Trains	85
3.8	Examination of Tank Wagons	85
3.9-3.9.3.5	Loaded Stock Examination, Conditions for Correct, Uneven, Overloading, Joint Loading and over Dimension	86-87
3.9.3.6	Classification of ODC & Speed Limits	88
3.10	Reporting of Thefts-Procedure	89
3.11-3.11.4	Warranty Inspection-Procedure and Submission of Reports	89-91
3.12-3.12.2	Procedure for Disposal of Damaged Wagons	91
3.13-3.13.6	Procedure for Disposal of overdue POH Wagons	91-92
Reference of Rule No.	DESCRIPTION	Page No.
3.14-3.14.4	Procedure of Interchange of Goods Stock	92-93

CHAPTER IV
REJECTIONS
4.0-4.4	Rejection Rules for BG Goods Stock	94
4.5-4.5.2	Infringement of normal shifting dimensions	95
4.6- 4.6.7	Irregular loading	95-96
4.7	Overdue Overhaul	96
4.8	Overdue Warranty Inspection	96
4.9- 4.9.5	Body Work Defects	96-97
4.10- 4.10.6	Under Frame Defects	97
4.11	Rejection Rules for Axle Guard	98
4.12	Rejection Rules for Tank Wagons	98
4.13	Rejection Rules for Bogie	99
4.14	Rejection Rules for Brake Rigging	102
4.15	Rejection Rules for Air Brake System	104
4.16	Rejection Rules for Buffing and Draw Gear	105
4.17	Centre Buffer Coupler	106
4.18	Rejection Rules for Draft Gear	109
4.19	Rejection Rules for Wheel & Axle Defects	109
4.20	Rejection Rules for Cartridge Bearing	109

LIST OF APPENDICES
APP.A	Conversion Factor and Air Space to be Provided within the Tank Wagons Carrying Different Fluids	111
APP.B	Transportation Codes and Mechanical Codes	114
APP.C	List of Broad Gauge Train Examining Stations, Yards, and Workshops with Their Codes	118
APP.D	Periodical Repairs and Testing of Brake System	130
APP.E	Instructions for Maintenance of Wagons	150
APP.F	Rules for Examination of Stock in Goods Trains and at Sick traces/ROH Depots by the Neutral Control Staff	216
APP. G	Number of Suspension Springs in varied Types of Wagons.	218
APP.H	Important Rules Governing the Interchange of Wagons Between India- Pakistan Railways & Between India Bangladesh Railways	223
APP.I	Formula for Assessing Value of Freight Stock	228

4.21	Rejection Rules for Adapter	110
4.22	Rejection Rules for Axle Boxes	110

APP.J	List of Single Control And Interchange Junctions (Indicating Working And Using Railways)	230
APP.Ok	List Showing Points the place Neutral Control Staff is Posted	236
APP.L	Rules for Freight Stock Fit to Run by Passenger Train. Maximum Permissible Speeds of Freight Stock.	240
APP.M	Technical information of Wagon inventory	242
APP.N	List of Must Change Items throughout POH and ROH	267
APP.O	List of essential modifications to be carried out on freight inventory	275
List of Books/Manuals Referred
Summary of Plates in IRCA Pt.III
PLATES

LIST OF PLATES
PLATE NO.	DESCRIPTION	Page No.
1	Marking of the Covered Wagon – Rule No. 2.4	01
2	Marking of Goods Brake Van – Rule No. 2.4	02
3	Marking of Goods Brake Van (BVZC)– Rule No. 2.4	03
4	Making of Open Wagon – Rule No.2.4	04
5	Marking of Hopper Wagon – Rule No. 2.4	05

6	Marking of Well Wagon – Rule No. 2.4	06
7	Marking of Well Wagon – Rule No. 2.4	07
8	Marking of Well Wagon – Rule No. 2.4	08
9	Marking of Container Flat (BG)- Rule No. 2.4	09
10	Marking of Standard Wagons for Interchange between Pakistan and India- Rule No. H 1.3	10
11	PR Plate for Stock with Roller Bearing Axle Boxes Rule No. 2.4.5	11
12	PR Plate for Stock with Roller Bearing Axle Boxes Rule No. 2.4.5	12
13	PR Stencil for inventory with Roller Bearing Axle Boxes – Rule No. 2.4.5	13
PLATE NO.	DESCRIPTION	Page No.
14	PR Stencil for inventory with Roller Bearing Axle Boxes – Rule No. 2.4.5	14
15	Standard Plate for Interchange Junction and Date of NP wagons – Rule No. 2.4.6	15
16	Standard Plate for Interchange Junction and Date of NP wagons in Hindi – Rule No. 2.4.6	16
17	Steel Plate with engraved marking for Wagons – Rule No. 2.5.1 & 2.5.2	17
18	Standard Axle – Broad Gauge CTRB (22.9T) – Rule No. 2.8.1	18
19	Solid Wheel (Forged or Rolled Steel) 1000 mm diameter- Rule No.2.8.1	19

20	1000 mm diameter Cast Wheel- Rule No. 2.8.1	20
21	840 mm diameter Cast wheel – Rule No.2.8.1	21
22	Axle for 22.9 T (RB) BG Rule No. 2.8.1	22
23	Wheel and Axle meeting for CASNUB sort Bogies – Rule No. 2.8.1	23
24	Wheel and Axle meeting for CASNUB sort Bogies- Rule No. 2.8.1	24
25	Wheel and Axle meeting for container flat wagons – Rule No. 2.8.1	25
26	840 mm dia Wheel set for container flat wagons – Rule No. 2.8.1	26
PLATE NO.	DESCRIPTION	Page No.
27	Wheel stable 915 mm diameter for 22.9 T axle – Rule 2.8.1	27
28	Worn wheel profile – BG- Rule No. 2.8.1 and 2.8.14.4	28
29	Intermediate profile of Wheel tread – Rule No. 2.8.1	29
30	Marking for Ultrasonic Testing of Axles (to be completed on wheel hub) – Rule No. 2.8.4(c)	30
31	Wheel tight or slack to gauge – Rule No. 2.8.5 and 4.19.1	31
32	Stamping store initials on Axles – Rule No. 2.8.6	32

33	Stamping store initials on Re-disced Wheels – Rule No. 2.8.6.1	33
34	Spring Seat (W/SN – 1616) for 255 mm x 130 mm axle field WA/AB-570)- Rule No. 2.13.1(i)	34
35	Marking of cylindrical R.B. Axle containers after POH – Rule No. 2.9.1.2	35
36	Bearing/CTRB marking – Rule No. 2.9.1.2	36
37	Marking of Overhauling particulars on Backing Ring of CTRB – Rule No. 2.9.1.2	37
38	Extent to which cracked/ damaged horn cheek might be accepted in interchange	38
PLATE NO.	DESCRIPTION	Page No.
39	Maximum permissible clearance allowed between axle field and Axle guard – Rule No.2.10.1	39
40	Packing plate for CBC peak adjustment for CASNUB Bogie –Rule No.2.13.1	40
41	Diagram of safety fastenings for Bolts – Rule No. 2.15.1	41

42	Patching of Sole bar – Rule No. 2.20.2.4.1	42
43	Ant pilferage device for brake block and brake beam hanger with bogie column of BG bogie wagons – Rule No. 2.22.1(a.i)	43
44	Anti pilferage device for push rod support link, brake connecting link and swing link with brake equalizing lever of BG bogie wagons – Rule No. 2.22.1(a.ii)	44

45	Anti pilferage device for hand brake lever pull rod, short connecting link, with brake shaft arm arrangement of BG Bogie wagons except BWL & BWX – Rule No. 2.22.1(a.iii)	45
46	Anti pilferage device for Brake axle pull rod connecting link push rod support link with brake equalizing lever of BG bogie wagons – Rule No. 2.22.1(a.iv)	46
47	Anti pilferage device for Hand brake Bell crank hand brake, bell crank bracket and pull rod of BG wagons – Rule No. 2.22.1(a.v)	47
PLATE NO.	DESCRIPTION	Page No.
48	Anti pilferage device for Hand brake Wheel of BG Bogie wagons – Rule No. 2.22.1(b)	48
49	1. Method of securing brake cylinder with brackets arrangement 2. Method of securing hand brake wheel arrangement. 3. Method of securing release valve lever and spindle arrangement. 4. Method of spindle pull rod roller and hanger arrangement – Rule No. 2.22.3	49
50	Anti pilferage measures for tank wagon fittings – Rule No. 2.22.2.1, 2.22.2.2 & 2.22.2.3.	50
51	Anti pilferage measures for midfield brake system – Rule No. 2.22.1(c)	51
52	Tyre defect Gauge for solid wheels for broad gauge stock (Steel plate 3.2 mm thick)- Rule No. 3.3.5 & S’ 4.19.1	52

53	Method of using tyre defect gauge for condemning dia of wheel rim – Rule No. 3.3.5 & S’ 4.19.1	53
54	Method of using tyre defect gauge for excessively worn tyre or deep flange – Rule No. 3.3.5 & S’ 4.19.1	54
55	Method of using tyre defect gauge for flat places on tyres – Rule No. 3.3.5 & S’ 4.19.1	55
PLATE NO.	DESCRIPTION	Page No.
56	Thin and sharp flange on tyres – Rule No. 3.3.5 & S’ 4.19.1	56
57	Method of Using Tyre Defect Gauge for Thin Flange Excessive Depth – Rule No.3.3.5 & S’ 4.19.1	57
58	Method of using Tyre Defect Gauge for Radius too small at root of Flange – Rule No.3.3.5 & S’ 4.19.1	58
59	Damage Labels Size 185X140 mm – Rule No.3.5.1 & 3.13.6	59
60	Return Showing Vehicles or Wagons unfit or fit to run – Rule No.3.5.2 & 3.9.1	60
61	Method of Loading Wheels – Rule No.3.9.2	61
62	Maximum and Minimum Dimensions (BG) – Rule No.3.9.3.4 & S ‘4.8.1’	62
63	Return of Damages Caused by Theft – Rule No.3.10	63

64	Proforma for Reporting defects in the newly built Wagons in the Private sector during warranty period – Rule No.3.11.2 & 3.11.3	64
65	Indian Railway Standards Van Valve Adapter ‘B’ (B.G.) – Rule 4.6.6	65
PLATE NO.	DESCRIPTION	Page No.
66	Schematic arrangement of Single pipe Air Brake Equipment on BOXN, BCN etc. Type of Wagons – Rule D.1.1.1	66
67	Schematic arrangement of Twin pipe Air Brake Equipment – Rule D.1.1.1	67
68	Schematic arrangement of Air Brake Equipment of BVZC Brake Vans – Rule – D.1.1.2	68
69	Schematic arrangement of Air Brake Equipment of BVZC Brake Vans for Twin pipe Brake system D.1.1.2	69
70	Schematic arrangement of Air Brake Equipment on BOBR/BOBRN Wagon – Rule D.1.1.3	70
71	Schematic arrangement of Air Brake Equipment on BOBR/BOBRN Wagon for Twin pipe System– Rule D.1.1.3	71
72	Pipe Bracket with Control Reservoir – Rule D.1.2.1	72
73	Brake Cylinder (355 mm) – Rule D.1.2.2	73
74	Brake Cylinder (300 mm) – Rule D.1.2.2	74
75	Auxiliary Reservoir (100 L) – Rule D.1.2.3	75

76	Auxiliary Reservoir (75 L) – Rule D.1.2.3	76
PLATE NO.	DESCRIPTION	Page No.
77	Cut Off Angle Cock – Rule D.1.2.4	77
78	Air Brake Hose Coupling For Brake Pipe – Rule D.1.2.5	78
79	Air Brake Hose Coupling for Feed pipe – Rule D.1.2.5	79
80	Load Sensing Device – Rule D.1.2.12	80
81	Isolating Cock – Rule D.1.2.11	81
82	Dirt Collector – Rule D.1.2.6	82
83	Flange welded Joint – Rule D.1.2.8	83
84	Flange Welded Joint (Pipe to Equipment) – Rule D.1.2.8	84
85	Guard’s Emergency Brake Valve – Rule D.1.2.9	85
86	Pressure Gauge (100 mm) for Brake pipe – Rule D.1.1.2	86
87	Pressure Gauge (100 mm) for feed pipe –D.1.1.2	87
88	Pressure Gauge (63mm) for Brake pipe –D.1.1.2	88
89	Pressure Gauge (63 mm) for feed pipe – D.1.1.2	89
PLATE NO.	DESCRIPTION	Page No.

90	Quick Coupling – BVZC – Rule D.1.1.2 & D.1.2.10	90
91	Schematic for Graduated Release Single Pipe Air Brake System with Bogie Mounted Brake System – Rule D.1.1.4	91
92	Schematic for Graduated Release Twin Pipe Air Brake System with Bogie Mounted Brake System – Rule D.1.1.4	92
93	Rake Test Ring for single pipe Air Brake System – Rule D.1.3.1	93
94	Rake Test Ring for Twin pipe Air Brake System – Rule D.1.3.1	94
95	Manual Adjustment of Brake Gear for Wagon fitted with CASNUB Bogies – Rule D.2.1	95
96	Empty Load Box For BOXN Wagon Bogies – Rule D.2.2	96
97	300 Safety Valve Midland A-3200 – Rule E.4.1.9.1 & 4.1.9.2	97
98	Check Valve (Midland A-134-W) – Rule E.4.1.11.1	99
99	Magnetic Device – Rule E.4.1.12	100
100	Sampling Valve (Midland A-254) – rule E.4.1.13	102
PLATE NO.	DESCRIPTION	Page No.
101	Flow Check Valve for sampling Valve –Rule E.4.1.13.5	103

102	Safety Vent A-434 – Rule E.4.4.3.3.1.5(i)	104
103	2” & 3” angle Valve A-734 – Rule E.4.4.3.3.1.5 (ii)	105
104	Wash Out Plug – Rule E.4.4.3.3.1.5 (v)	106
105	Nominal clearances (CASNUB 22 W Bogie) – Rule E.2.4.2 (b) (iii)	107
106	Side Bearer Detail (CASNUB 22 W Bogie) – rule E.2.4.2 (b) (iv)	108
107	Side Bearer Detail (CASNUB 22 W Bogie) – rule E.2.4.2 (b) (iv)	109
108	Single Wagon Test Rig – Rule E.2.4.2 (d) (ix)	110

CHAPTER – I
Rule No. DEFINITIONS
1.0 For the purpose of these rules, unless there is
something repugnant in the subject or context, the
following terms will have the meaning herein assigned
to them: –
1.1 “Billing of stock” means examination of stock for the
purpose of billing for damages and deficiencies.
1.2 “Owning Railway” means the railway to which a
vehicle or wagon belongs.
1.3 “Working Railway” means a railway working a junction.
1.4.1 “Using Railway” means a railway using a junction
worked by another railway.
1.4.2 “Receiving Railway” means a railway-receiving vehicle
or wagon in interchange from another railway.
1.4.3 “Tendering Railway” means a railway offering a
vehicle or wagon for interchange to another railway.
1.5 “Rolling stock” includes both coaching and goods
stock.
1.6 “Coaching stock” means all coaching vehicles
including dining cars, mail vans, parcel vans, motor and
carriage trucks, horse boxes, passenger brake vans,
passenger road vans, milk vans, refrigerator cars and
dynamometer cars etc., irrespective of contents and
whether attached to passenger or goods trains.
1
1.7 Goods wagon intended for coaching traffic should be
marked as passenger fit as prescribed in appendix ‘L’
and used for coaching traffic only. They will be treated
as coaching stock for interchange purpose, but
damages and deficiencies will be charged at the
scheduled rates for goods stock.
1.8 Goods stock means and includes all goods wagons,
i.e., all rolling stock other than coaching stock,
irrespective of contents and whether attached to
passenger or goods trains.
1.9 The term “Vehicle” applies only to coaching stock.
1.10 The term “Wagon” applies only to goods stock.
1.11 “Unit” of goods stock is Vehicle Unit (VU) irrespective
of type of stock i.e. 4 wheeler or 8 wheeler.
1.12 Bogie (trolley): This term is used for the assembly
comprising the structure including the side frame,
bolster, centre pivot and side bearers, suspension
components, wheels and axles etc., which support the
wagon body at each end. The following main types of
bogie trucks are in service: –
1.12.1 Six-wheeled cast steel bogie: – This steel bogie
comprises of four cast steel side frames (two on either
side) on which load is transferred by means of floating
crossed bolsters resting on nests of helical springs.
Over the crossed bolsters, rests the longitudinal bolster,
which has the centre pivot. The corresponding side
2
frames are joined together by means of spring planks in
the same manner as the four-wheeler cast steel bogies.
1.12.2 Casnub Bogie: The Cast steel CASNUB bogie
comprises of two cast steel side frames and a floating
bolster (cast steel). The bolster is supported on the
side frame through two nests of springs, which also
incorporates a load proportional friction damping. The
side frames are connected by a fabricated mild steel
spring plank to maintain the bogie squareness. It has
the following different versions and the salient feature of
each version is given below:
(i) Casnub 22W: (a) IRS type centre pivot. (b) Roller
type side bearer. (c) Sliding type brake beam. (d) Wide
jaw adapter. (e) Cartridge bearing.
(ii) Casnub 22W (Retrofitted): (a) Modified Wide jaw
adapter. (b) Elastomeric pad, (c) Constant contact side
bearer. (d) Lower diameter wheel sets.
(iii) Casnub 22 W (M): (a) UIC type spherical centre
pivot. (b) Constant contact side bearer. (c) Suspended
type brake beam, (d) Wide jaw Adapter. (e) Elastomeric
Pad. (f) Cartridge bearing.
(iv) Casnub 22NL, 22 NLB: (a) UIC type spherical
centre pivot. (b) Constant contact side bearer (c) Sliding
type brake beam. (d) Narrow Jaw Adapter. (e)
Elastomeric Pad. (f) Cartridge bearing,
(v) Casnub 22HS & IRF 108 HS Bogie: (a) UIC type
3
spherical centre pivot/ Flat centre pivot.(b) Constant
contact side bearer (c) Sliding type brake beam. (d)
Narrow Jaw Adapter. (e) Elastomeric Pad. (f) Cartridge
bearing. (g) Two stage suspension is softer in tare and
stiffer in gross. (h) Higher lateral clearance between
frames and bolster.
(vi) Casnub 22 HS Mod1/Mod II: (a) flat centre pivot.
(b) Constant contact side bearer (c) Sliding type brake
beam. (d) Narrow jaw adapter. (e) Elastomeric Pad. (f)
Cartridge bearing. (g) Higher lateral clearance between
frames and bolster.
(vii) CASNUB 22 NLC (25 t axle load): Same as
CASNUB 22 NLB, except modification in suspension.
(viii) LCCF-20(C): (a) These bogies shall be suitable for
fitment of 840 mm dia. wheel sets (b) Cartridge
bearings with wide jaw adapter (c) Elastomeric pads (d)
spring loaded side bearers (e) These bogies are to be
fitted under low platform BG Container Flat.
1.13 Empty load box is a device which has been provided
in the brake rigging by means of which lower leverage
ratio for the tare condition and higher leverage ratio for
the loaded condition of the wagon can be obtained by a
simple manual operation of the handle provided on
each side of the wagon.
1.14 Brake regulator (Slack adjuster): – This has been
provided in the main pull rod. It is a device for
4
automatic adjustment of predetermined slack between
brake blocks and wheels and restricts travel of the
piston.
1.15 A “Day” is twenty-four hours from midnight to midnight.
1.16 A “Week” is seven days from midnight of Saturday to
midnight of the next Saturday.
1.17 One metric tonne is 1000 kg or 0.984 ton.
1.18 Hot Box: – Every journal which runs warm necessitating
a vehicle, wagon or brake-van being detached from a
train from the commencement of its journey to its
booked destination inclusive should be considered a
hot box.
1.19 Distributor Valve (DV): It is provided in the air brake
system to effect application and release of brake in the
wagon. The reference pressure for the DV comes from
the control reservoir. During application the DV admits
air from the auxiliary reservoir into the brake cylinder
and release takes place when the air from the brake
cylinder exhausts through the choke provided in the
DV. A malfunctioning DV can be isolated from the
brake system by an isolating handle.
1.20 Automatic Load Sensing Device (LSD): The device is
interposed between the bolster and spring plank. It
takes the signal from the amount of spring deflection
and transfers it to the distributor valve, which then
regulates the air pressure into the brake cylinder. Thus,
5
a higher brake cylinder pressure is obtained in loaded
condition than empty state of the wagon to give the
desired braking force.
1.21 Automatic brake cylinder pressure modification
device (APM): APM device is interposed between
bogie side frame of Casnub bogie and the under frame
of wagons. It is fitted on one of the bogie of the wagon
for achieving 2- stage load braking with automatic
changeover of brake power. It restricts the brake
2
cylinder pressure coming from D.V to 2.2 ± 0.25 kg/cm
in empty condition and allows the brake cylinder
2
pressure of 3.8 ± 0.1 kg/cm in loaded condition of
wagon. APM should sense the gap only at the time of
air brake application. During remaining time, it should
not be in contact with the bogie side frame.
1.22 Electro Pneumatic Door Operating Mechanism: It
comprises of a solenoid valve that is energized by line
side electrical voltage and admits air from a reservoir
into the master cylinder. The movement of the piston
and associated linkages open the bottom doors of the
hopper wagon. The doors are closed when the process
is reversed.
1.23 Bogie Mounted Brake Cylinder: Two bogie mounted
brake cylinder (1 per bogie of 254 mm diameter) are
fitted in BMBS.
1.24 BVCM: The Brake Van fitted with CASNUB Bogie.
6
1.25 Unloadable Wagons:
Category A: BOXN wagons requiring petty repairs
which can be attended in sick lines.
Category B: Unloadable BOXN wagons, which require
attention/body repairs in well equipped sick lines or
ROH depots.
Category C: Unloadable BOXN wagons requiring very
heavy repair on body/floor. These may be attended in
wagon depots nominated for Category C repairs or in
workshops.
7
CHAPTER- II

2.0	Repair Practice for Workshops and Maintenance Depots
2.1	All goods stock owned by individual railways shall be subjected to Periodic overhaul (POH)/ Routine Overhaul (ROH) at the prescribed intervals. POH shall consist of lifting, thorough examination of all parts of the wagon and its gear and execution of such repairs as may be necessary with full painting and lettering to enable the wagon to run for the full period until the next periodical overhaul. For tank wagons the barrels and valves shall be specially tested according to the prescribed methods.
2.2	The materials used for manufacturing components and the processes for their reconditioning/repairing for use on POHed / ROHed stock or for supply to maintenance depots shall be in accordance with the current specifications and procedures approved by the RDSO/CMEs and those indicated in these rules. Note 1: For list of must change items during POH and ROH (See Appendix N) Note 2: For list of important modifications to be carried out on freight stock (See Appendix O)
2.3	The shop issue sizes for components and the clearances/tolerances for assemblies to be followed during POH shall be as prescribed in these rules or according to the approved dimensions.

2.4	During POH, standard painting and lettering shall be done on the wagons as prescribed by RDSO in the respective marking diagram. Marking diagrams of some of the common wagons like BOXN, BCN, BOBRN, BRN/BFNS & other wagons, etc. are given in Plates 1 to 10. Following markings shall also be stenciled by properly deriving the relevant figures. Note: During POH / ROH all the wagon numbers must be purified and converted to 11 digits if not already converted.
2.4.1	Carrying Capacity:- (a) The carrying capacity of Wagons should be marked in tonne up to one decimal place, derived from the gross load, limited by the axle load capacity, minus the tare weight. (b) For the tank wagons, the carrying capacity should be derived depending upon the limitations imposed either by the provision of air space or by the axle load capacity, whichever is less. This should be marked in liters to the nearest multiple of 10 and by weight in tonnes up to one decimal place. The permissible percentage of air space and liters/tonnes, for different types of fluid generally loaded in tank wagons, are shown in Appendix ‘A’.
2.4.2	Tare weight: – (a) All wagons after POH should be weighed and the tare weight marked in tonnes up to one decimal place. While weighing on the weighbridge, wagon should be un-coupled from the adjacent wagon to eliminate any errors in the weighment.

(b) All manufacturers will arrange to weigh each wagon and mark individual tare weight on it by actual weighment in tonne up to one decimal place. The tare weight arrived shall be deducted from the gross load to arrive at the correct carrying capacity that shall be marked on the wagons in tonne up to one decimal place.
2.4.3	Return Date: Each wagon must bear the return date (month and year) on which it is required to be sent for POH/ROH. Wagons become due overhaul from the last date of the month indicated in the return date. The periodicity of POH shall be marked as shown in Rule 2.4.3.1 and 2.4.3.2.
2.4.3.1	POH INTERVAL OF WAGON STOCK (FITTED WITH AIR BRAKE)

SN	Wagon Stock	POH (Years)
First	Subsequent
01	BOXN, BOXNHS, BOXNHA, BOXNCR, BOXNHL	6	4.5
02	BOXNR	4.5	4.5
03	BOST, BOSTHS, BOSTHSM2	6	4.5
04	BCN, BCNA, BCNAHS, BCNHL	6	6
05	BRN, BRNA, BRNAHS, BRN22.9, BFNS, BRHNEHS, BLC-A,BLC-B,BLL-A,BLL-B	6	4.5
06	BLCAM/BLCBM	6	4.5
07	BFKN	4	3.5
08	BOY	3	3
09	BTPH	4.5	4.5

10	BTPN	6	6
11	BOBR, BOBRN, BOBYN	6	6
12	BTPGLN, BTCS	4	4
13	BTALN, BTALNM	4.5	4.5
14	BOXNLW (Stainless steel wagons)	6	6
15	BOXNEL, / BOYEL (25 t axle load)	3	3
16	BOBRNEL, BOBSNM1	3	3
17	BVZI, BVZC (Brake Van)	2	2
18	BVCM	2	2
19	BOMN	6	4.5
20	BRSTN, BWTB	6	6
21	BCACM, BCACBM	4.5	4.5
22	BTFLN, BTOH	6	6
23	BCFC	6	4.5
24	BCCNR	6	6
25	BAFRDR	6	4.5

After the POH of a wagon the due date of ROH be stenciled on
the body in the following manner by workshops.
Due date of 1st ROH: D + P
Due date of 2nd ROH: D + 2P
Due date of 3rd ROH: D + 3P
D = Date of Manufacture / Date of Last POH
P = Periodicity of ROH (See Rule 2.4.3.3)
Note:
1. Wagons become due POH on the last date of the
month indicated in the return date.
12
2. Empty wagon will be marked sick for POH up to 30
days in advance of the due date
3. Loaded wagons will be allowed up to 30 days after the
due date of POH.

2.4.3.2	SCHEME FOR MARKING RETURN DATE WORKSHOP (FREIGHT STOCK)
Sl. No	Residual life (Years) ‘R’	Maintenance schedule to be given	Month of dispatch from workshop	Return Date
1	4.5 or more	POH	a	a + 4.5 years
2	3£R £4.5	POH	a	‘a + R’ (i.e. end of codal life)
3	R<3	ROH	a	a + 18 months
The above table covers BOXN, BOXNHS, BOXNR, BOXNCR, BOXNHL,BOXNLW,BOXNEL, BRN, BOX, BCX, BRH, BOXK, BOXKH, BFK, BFKN & BTPH wagons
1	6 or more	POH	a	a + 6 years
2	3£R £ 6	POH	a	‘a + R’ (i.e. end of codal life)
3	R<3	ROH	a	a + 18 months
The above table covers BCN, BCNA,BCNAHS,BCCN,BCCNR,BCNHL, BTPN & BOST wagons
1	6 or more	POH	a	a + 6 years

2	4£R £ 6	POH	a	‘a + R’ (i.e. end of codal life)
3	R<4	ROH	a	a + 24 months
The above table covers BOBR ,BOBRN, BLCA/B and BLLA/BLLB wagons
1	4 or more	POH	a	a + 4 years
2	R<4	ROH	a	a + 18 months
The above table covers BTPGL, BTPGLN, BTAL & BTALN wagons
1	3 or more	POH	a	a + 3 years
2	R<3	ROH	a	a + 18 months
The above table covers BOY, BOBX, BOBS wagons
Wagons having POH periodicity less than 3 years should be undertaken for ROH in case the residual life is less than one POH cycle and return date may be marked as “a” + ROH periodicity, where “a” is the month of dispatch from workshop.

2.4.3.3

ROH Interval of Wagons: The following types of wagons
should be given routine overhaul (ROH) at intervals shown
below at nominated major sick line/Wagon Maintenance
depots where proper facilities are provided

Sr. No.	Wagon Stock	ROH (Months)
First ROH	Subseque nt ROH of First POH Cycle	ROH of Subseque nt POH Cycle
1	BOXN, BOXNHS, BOXNHA, BOXNCR, BOXNR	18	18	18
2	BOXNHL	24	24	18
3	BOST, BOSTHS, BOSTHSM2	18	18	18
4	BLCAM/BLCBM, BLLA, BLLB, BLC-A/BLC-B	24	18	18
5	BFKN (Container)	18	18	18
6	BCN, BCNAHS, BCNA, BCNHL	24	24	24
7	BCCNR	24	24	24
8	BOXNLW	24	24	24
9	BRN,BRNA,BRNA HS, BRN22.9, BFNS, BRHNEHS,	18	18	18
10	BOBR, BOBRN,BOBRNEL , BOBSNM1	24	24	24
11	BTPN, BTPH, BTALN, BTAL, BTFLN, BTOH,BTALNM	18	18	18

12	BTCS, BTPGLN	24	24	24
13	BOY	18	18	18
14	BOBYN	24	24	24
15	BOXNEL, BOYEL	12	12	12
16	BVZI (IOH), BVZC, BVCM Bk Van	12	12	12
17.	BOMN, BRSTN, BWTB	24	24	24
18.	BCACM, BCACBM	18	18	18
19.	BCFC	18	18	18
20.	BAFRDR	18	18	18

2.4.3.4	Empty wagons will be marked sick for POH/ROH upto 30 days in advance of the due date.
2.4.3.5	Wagons placed in sickliness with proper ROH facilities must be given ROH if due. In Case of wagon is overdue POH, the same should be sent to Workshop. If any wagon sent in C-Category ROH/POH depot for rehabilitation/rebuilt, It should be felt as return date as POH due.
2.4.3.6	Loaded wagons may be allowed upto 30 days after the due date of POH/ROH. However the above provision will not be applicable for LPG stock TG/BTPG/BTPGLN. These wagons shall not be permitted to run over due POH/ROH.
2.4.4	Transportation and Mechanical codes are shown in Appendix ‘B’

2.4.5	PR plates: On stock fitted with roller bearing axle boxes PR plates shall be stenciled in conformity with plates 11 to 14 respectively on the left hand end of each sole bar or on the wagon body immediately above the standard position of PR plates.
In the PR plate, PR represents the following: P = POH particulars R = ROH (Routine Overhaul) particulars.
2.4.6	On non-pooled stock standard plate as shown in plates 15 and 16 shall be stenciled at the prescribed location.
2.5	Punching of wagon particulars:
2.5.1	On all newly manufactured stock and POHed stock a M.S. plate size 100 mm x 200 mm x 6 mm shall be welded adjacent to builder’s plate on the sole bar of BG wagons. The particulars to be engraved are: a) Wagon number in 12 mm letters; b) Owning railway code in 12 mm letters; c) Year of manufacture in 20 mm letters; d) Mechanical code in 20 mm letters; e) Initials of wagon Builder;
2.5.2	Whenever a wagon is transferred from one railway to another railway on permanent basis or is renumbered, the old number and owning railway code as punched earlier shall be ground off lightly and a plate welded and punched with the new wagon No., owning railway and year of manufacture (Refer Plate No. 17).
2.6	During POH, special check will be exercised to ensure that the number and owning railway code as painted on the sides and sol bar of the under frame tally with the punched marks on the sole bars/plate welded thereon. (Rule 2.5.1).
2.7	During service all goods stocks held by railways shall be examined and repaired by maintenance depots in accordance with the procedures fixed by the CMEs and laid down in these rules and relevant maintenance manuals. The method of inspection, replacement or repair of

components/assemblies as laid down gear-wise in these rules hereafter shall be equally applicable to the workshops and maintenance depots except where indicated otherwise.
2.8	Axles & wheels
2.8.1	Standard axles and wheels used on goods stock are shown in plates 18 to 29.
2.8.2	The building up of any part of an axle is prohibited.
2.8.3	On 22.9 tonne axles fitted under cast steel bogies, any nicks/gouges or deep scratch/notches less than 5 mm deep on account of pull rod grazing on the axle body as measured from the original body contour (185 mm dia.) must be grounded/machined out to smooth contour and blended into contour of the axle body. Sharp edges/radius are not permitted as they act as stress raisers. In case machining is done it should be smooth so as not to leave any deep tool marks. Axle body that has been ground/machined to smooth contour must be subjected to magna flux testing after grinding/machining and should be completely free of defects before application. Nicks/gouges or notches as mentioned above are not permitted on other portion of the axle like journal, wheel seat area, etc.
2.8.4	(a) All wheels sets entering workshops whether under a wagon going in for repair (POH or NPOH) or loose axle must be subjected to ultrasonic testing before being dispatched from workshop. Those found defective during such test or those, which are notched or have tool marks on the surface, which may affect the strength, shall be withdrawn from service other than mentioned in Clause 2.8.3.

(b) Wheel sets run out from a wagon in any open line
establishment for maintenance other than ROH will not
require ultrasonic testing if they are fitted back under the
same wagon. All other wheel sets must be subjected to
ultrasonic testing before re-fitment. All wheel sets to be
fitted under ROH wagons should be subjected to ultrasonic
testing for axles.

(c) The marking for the ultrasonic testing of axles shall be
stamped cold on the inner hub of wheel disc as per plate
30. Size of letters to be used should be 8 to 12 mm. The
punch marks should be legible but in no case be more than
1.5 mm deep.
(d) Codification of Railway Repair Workshops/ ROH
depots (Wagon Care Centre)
The code will be a five-digit code of which the first two
digits will indicate the Railway in which the workshop/depot
is situated. The third digit will indicate the type of workshop
or the depot, and the fourth and fifth digits will indicate the
individual number of the workshop/depot.

The codes allotted to the Railways are as follows: –

Name of the Railway	Code
1. Central Railway	01
2. Eastern Railway	02
3. Northern Railway	03
4. North Eastern Railway	04
5. N.F. Railway	05
6. Southern Railway	06
7. South Eastern Railway	07
8. Western Railway	08
9. South Central Railway	09
10.East Central Railway	10
11.North Western Railway	11
12.East Coast Railway	12
13.North Central Railway	13
14.South East Central Railway	14
15.South Western Railway	15
16.West Central Railway	16

For the type of Workshops, the following codification will be made use of: –
Type of Workshop	Code
1. Loco workshops	1
2. Carriage and Wagon workshops	2
3. Loco, Carriage & Wagon workshops	3
4. Wagon Care Centre	4

(I) accordingly, the following is the codification for various
workshops: –

Railway	S. No.	Name of Workshop	Code
Central 01	1	Parel	01101
2	Matunga	01201
3	Kurduwadi	01301
Eastern 02	4	Jamalpur	02101
5	Kancharapara (Loco)	02102
6	Kancharapara (C&W)	02201
7	Liluah	02202
Northern 03	8	Charbagh	03101
9	Amritsar	03102
10	Alambagh	03201
11	Jagadhri	03202
12	Kalka	03203
North Eastern 04	13	Gorakhpur	04301
14	Izatnagar	04302

Northeast Frontier 05	15	New Bongaigaon	05201
16	Dibrugarh	05301
17	Tindharia	05302
Southern 06	18	Perambur (Loco)	06101
19	Perambur (C&W)	06201
20	Golden Rock	06301
South Eastern 07	21	Kharagpur	07301
Western 08	22	Dahod	08301
23	Parel & MX	08201
24	Junagarh	08202
25	Pratapnagar	08302
26	Bhavnagar	08203
South Central 09	27	Guntapalli	09201
28	Tirupati	09202
29	Lalaguda	09203
East Central 10	30	Samastipur	10201
31	Harnaut	10202
North Western 11	32	Ajmer (Loco)	11301
33	Ajmer (C&W)	11201
34	Jodhpur	11202
35	Bikaner	11203
East Coast 12	36	Mancheswar	12201
North Central 13	37	Jhansi	13201
38	Jhansi MLR	13202
South East Central 14	39	Raipur	14201
40	Nagpur	14301
South Western 15	41	Mysore	15201

42	Hubli	15202
West Central 16	43	Bhopal	16201
44	Kota	16202

(II) The following is the codification for various
Wagon Care Centers

RAILWAY	S.No.	Depot	Code
CR	1	CLA	01401
2	DD	01402
3	BSL	01403
4	AQ	01404
ER	1	CP	02401
2	UDL	02402
3	BGB	02403
4	NH	02404
NR	1	UMB	03401
2	KJGY	03402
3	TKD	03403
4	MB	03404
NER
NFR	1	NJP	05401
2	NBQ	05402
3	NGC	05403
SR	1	JTJ	06401
2	IPN	06402
3	TNPM	06403
4	TVS	06404
5	SSR	06405
SER	1	BKSC	07401
2	NMP	07402
3	BNDM	07403
4	TATA	07404

5	DPS	07405
6	ADTP	07406
WR	1	VTA	08401
2	BRCY	08402
3	SBI	08403
4	RTM	08404
5	HXP	08405
6	GIM	08406
7	SMP	08407
8	KRCA	08408
SCR	1	GY	09401
2	RDM	09402
3	BZA	09403
5	BPA	09405
ECR	1	MGS	10401
2	BRWD	10402
3	PEH	10403
4	GHZ	10404
NWR	1	MD	11401
2	FL	11402
ECoR	1	VSKP	12401
2	VSKP/OEC	12402
3	VSPS	12403
4	ANGL	12404
5	PRDP	12405
NCR	1	GMC	13401
2	JHS	13402
3	BAD	13403
SECR	1	BIA	14401
2	BIA(PP YARD)	14402
3	BSP	14403
4	DRZ	14404
SWR	1	SGWF	15401
2	MRJ	15402
3	UBL	15403
4	HPT	15404

5	MNGT	15405
WCR	1	NKJ	16401
2	STA	16402
3	KTT	16403
4	ET	16404
Note: All sick lines/ROH depots where Ultrasonic testing is being done or shall be done shall bear the codes of their station.

2.8.5	When axles and wheels are renewed, the maximum and minimum distances between wheel flanges shall not exceed the following limits over the standard dimension (see also Plate 31 ):- B.G. Standard 1600 mm Maximum 1602 mm Minimum 1599 mm Note: (a) The wheels to be gauged on a level track in empty condition. (b) The wheel gauge should be measured below the top of flange “ at three locations at 120 degree apart”
2.8.6	Whenever axles are renewed, the workshop shall punch by electrical etching in 10 mm letters the following particulars on the outer face of the wheel/wheel centre hub as shown in plate 32. a) Workshop code b) Month & year of pressing c) Pressing on pressure (in tones)
2.8.6.1	For re-disced wheels the stamping particulars shall be in conformity with Plate 33. In addition to this, pressing on pressure shall be stamped on the axle end face. Old stamping, if any, on the axle end face should be ground before fresh stamping.

2.8.7

Each railway workshop shall maintain a register of the
contract number and consecutive number of wheels and
axles attended by it month wise.

2.8.8

Roller bearing axles. The gross load at rail/axle load and
sizes of journals shall be as under:

Maximum Gross load at Rail (tones)	Journal Diameter (mm)	Wagon on which used
22.9*	144.5+0.064/+0.039	BOXNHL, BOXNR, BOXNHAM, BOXN,BOXNHS, BOBS, BOY, BFK, BTCS, BTCS*,BCNHL, BCNAHS, BTPN, BOBYNHS, BOBYN, BOBYB, BRN, BRNA, BOXNHA,
22	144.5+0.064/+0.039	BLCAM, BLCBM
20.3	144.5+0.064/+0.039	BLCA/B, BLLA/B, BOBRN

* Max axle load in operation in individual wagons has been
fixed on other constraints.

2.8.9

While changing wheels, the following conditions shall be
observed:-

2.8.9.1

The axle used shall conform to the correct drawing/design
and Journal centers. Standard axles in use are mentioned
in plate 18/para-2.8.1.

2.8.9.2

At the time of wheel changing in sick line/workshop, the
variation in tread diameters should not exceed the
permissible maximum limits indicated below:-

Type of trolley/Wagon	On the same axle	On the same trolley	On the same wagon
BG	BG	BG
mm	mm	mm
Four-wheeled Trolleys	0.5	13	25
Six-wheeled Trolleys	0.5	6	6
Six-wheeled Units	0.5	6	6
Four-wheeled Units	0.5	–	25
BLC Wagons	0.5	5	13
Note: (1) Buffer height shall remain within specified limits. (2) The thickness of packing used in maintaining buffer height shall be strictly within the specified limits applicable to relevant springs. (3) The wheel diameter should be measured at 63.5 mm from gauge face (Back face of flange). (4) Variation in tread diameter on the same axle as specified above shall apply only at the time of re profiling/tyre turning of tread on a wheel lathe. There is no “in service” limit for this variation. Rejection during service is governed by tyre defect gauge.
2.8.9.3	The date and code initials of maintenance depot concerned shall be stenciled on the sole bar directly above the axle boxes.
2.8.9.4.	The new wheel tread/tyre profile of all BG wagons shall be turned to worn wheel profile as shown in plate 28 & in service wheel should be turned/re-profiled as per the nearest immediate profile as shown in plate 29.
2.8.9.5	Stock coming out of shop, maintenance depot and sick lines should not have any wheel defects on check with the help of tyre defect gauge.
Bearings, Adapter & Axle boxes

2.9

2.9.1

Cartridge Taper Roller Bearing

2.9.1.1

Cartridge Taper Roller Bearing and their components shall
be inspected in the workshops during POH of stock or
when wheel sets are received for repairs of any nature as
per technical pamphlet No. G-95 & G-81 issued by RDSO:
During this inspection, all components shall be examined
and replaced as necessary. The grease used shall be
conforming to the relevant specification.

2.9.1.2

Bearings that have been serviced during POH or otherwise
because of re-discing, hot box, accident etc. have to be
permanently and legibly marked over hauling particulars on
the cup/outer ring (on the straight portion in the centre
between the raceways.) and also on backing ring as per
details shown in plate numbers 36 & 37 respectively. The
overhauling particulars shall also be laser-etched over
grease seals.

2.9.1.3

The shop code and date shall be stenciled against ‘P’ in PR
plate.

2.10

(a) Adapter used in Casnub Bogie: Whenever Casnub
bogies are dismantled for any reason; the adapters
must be thoroughly inspected for soundness and
wear using proper gauges according to RDSO
publication no. G-95 and G-81.
(b) Reclamation of adapter is not permitted.

2.10.1

Axle guard clearance:

Clearances	New (in mm)	At the time of POH in Workshop	Max. Limit (In mm)
(a) Permissible total lateral and longitudinal clearance between axle guard and axle box groove or between the horn cheek and axle box (Plate 39) is given below for BG bogies and four wheeler wagons:
Lateral	6	8	10
Longitudinal	3	6	The axle guard leg

should may work out of the axle box groove.
(b) BVZC
Lateral	30	32.5	35
Longitudinal	21	24	27
(c) Tank Wagons (Roller Bearing) (16.3 t & 20.3 t)
Lateral	10	15	20
Longitudinal	3	6	9
UIC Bogie:
Lateral	20	20	25
Longitudinal	12	12	18

2.10.2

Repairs to pressed steel type axle guards shall be
undertaken according to the methods indicated below:-

2.10.2.1

Axle guards with cracks up to 25 mm in length shall be
repaired by welding only.

2.10.2.2

When a crack is more than 25 mm in length, in addition to
welding, the cracked area shall be supported by a mild
steel patch plate 10 mm thick an electrically seam-welded
on the reverse side of the axle guard covering the entire
cracked portion except the portion covered by the packing
plate or horn cheek.

2.10.2.3

The axle guard should be scrapped when it is cracked more
than half the width of its section.

2.10.2.4

Pressed steel axle guards shall preferably be repaired by
electric welding only.

2.10.3

Stock when turned out from sick lines shall not have any
axle guard rivet slack.

2.11

Body, Roof, Door and Floor: During POH structural
members viz., stanchions, car lines, etc., will be properly
straightened and it will be ensured that the plates are
properly mated before riveting/welding. Plates with
cracks, perforation, cuts or corrosion shall be replaced or
patched as necessary. The rivets must be sound and with
snap heads and welding, where done, must be continuous
and sound. The end angle irons/plates should not project

beyond the head stock more than 100 mm from their original position. All covered wagons must be made water– tight.
2.11.1	In workshops the patch plates to body, roof, door or floor plates should be of the specified thickness and should cover the full span between two vertical angle irons. Note: PCMEs may grant relaxation as a temporary measure when considered essential.
2.11.2	The diameter of rivets securing patches to rolled or pressed sections must not be less than the diameter of the existing rivets. The diameter of other rivets must not be less than 6 mm for body, roof and door patches and 10 mm for floor patches. The pitch of rivets in rolled or pressed sections must conform to the pitch of the original rivets, the pitch of all other rivets must be 64 mm except where this has to be reduced between an existing and a new rivet.
2.11.3	The patch plate should be of specified thickness but not less than 1.6 mm for body, roof and door plates, 3 mm for floor plates of covered wagons and 5 mm for floor plates of open wagons. However, instructions given in wagon structure drawings for different wagons by RDSO should be followed for different patch thicknesses.
2.11.4	In sick lines body, roof, door or floor plates, which are torn, punctured or perforated due to corrosion, should be repaired by applying a welded or riveted patch, which shall not be less than 100 mm on any one side. In the case of riveted patches the numbers of rivets shall not be less than 8 and pitched at not more than 89 mm. In case of welded patches, the welding must be continuous and without craters.
2.11.5	Existing patches must not be patched.
2.11.6	Patches must be painted with primer followed by finishing coat as per RDSO specification G-72 (rev.III) or latest.
2.11.7	Floor patches must be applied on the inside of the wagon and other patches on the outside.
2.11.8	Repairs to body, floor, roof or door plates should be executed on empty wagons only in sick lines. All empty covered wagons especially those attended to for body repairs must be water tight and a suitable legend should be

stenciled on both sides of the wagon panel giving the station code and date.
2.11.9	Perforations due to corrosion shall not be built up by welding or filled up by bolts or rivets.
2.11.9.A	Covered wagons intercepted for ROH/Sick line attention must be examined for damaged/corroded body, floor, roof or door plates and repaired in a manner that the wagon will be fit for all types of commodities and will remain water tight till next ROH schedule.
2.11.9.B	Panel patching in open wagons should be done in such a way that it does not allow seepage of water from inside to cause crevice corrosion at the lap joints.
2.11.10	For the purpose of raising charges.
2.11.10.1	A body or roof plate is the space between two vertical angle irons or flutes and two original rows of horizontal rivets.
2.11.10.2	Each door is reckoned as one plate.
2.11.10.3	A floor plate is the space between any four underframe members exclusive of the diagonals or between the inside edge of the sole bar and the outside of the wagon in one direction and the headstock and centre of the wagon in the other direction or between a headstock and adjacent end of the wagon.
2.11.11	Door fastenings.
2.11.11.1	Cotters or locking pins: cotter or pin must be able to slip through the staple; the metal around the eye must be continuous. On covered wagons long cotter, door bolt vertical and swing doors bolt locking pin must be drilled with three, two and one hole respectively to take a locking rivet of 6-mm diameter. The long cotter should have a slot for taking E.P.Lock. To prevent unauthorized removal of E.P.Lock the door cotter hasp should be provided with a protector plate 44 x 38 mm size and the flap door should be provided with a protector bar of 6 mm diameter welded.
2.11.11.2	Sealing ring: The sealing ring attached to the cotter must be a) Continuous, or b) With the two ends riveted together, or

c) With the two ends riveted to a plate not less than 6 mm thick, d) The section of metal through the eye must not be less than the section of the stock forming the ring or chain. Rivets when used must not be less than 6-mm diameter.
2.11.11.3	Staples, eyes and eyebolts. Staples and eyes must be secured by riveting or by bolts riveted flush over the nuts which must be outside if possible. Eyebolts shall be secured by riveting or by the end of the bolt being riveted flush over the nut.
2.11.11.4	Door, ventilator or shutter hooks, fixed or free. No hook shall be less than 6 mm thick and the section of securing rings shall be not less than 6-mm diameter. The hook must be so placed that it will engage with the door eye in the open position.
2.11.11.5	Covered wagon door way (BG) except CE and MCE type wagons:- As an anti-pilferage measure-filling strip to IRS Drawing No. W/DW-279 shall be removed and 30 mm x 20 mm x 5 mm angle or any other suitable angle shall be welded to crib angle in its place or, alternatively, 45 mm x 30 mm x 5 mm angle or any other suitable angle shall be riveted to crib angle and unsupported horizontal leg of the angle shall be welded to door hinge foot.
2.11.11.6	In sick lines, all door fastenings of empty wagons must be examined and replaced where necessary.
2.11.12	Electro pneumatic door operating mechanism in BOBR and BOBRN wagons.
2.11.12.1	Repair, servicing and adjustment of the door operating mechanism should be carried out as per RDSO technical pamphlet No. G-73 in shops and maintenance depots equipped with proper facilities.
2.11.12.2	Before performing any maintenance or repair on the door operating mechanism the air must be purged from the system. This can be done by closing the angle cocks at each end of the door-operating pipe and slowly opening the reservoir drain valve.

2.12	Brake gear and safety brackets/loops.
2.12.1	During POH all components of the brake gear system shall be examined, repaired and replaced as necessary. The pins/bushes shall be examined for wear and repaired/replaced to maintain prescribed minimum clearances. Following items shall receive particular attention: –
2.12.1.1	Testing and adjustment of brake gear with or without automatic slack adjusters shall be as prescribed in Appendix D.
2.12.1.2	Safety brackets/hangers for brake beams, brake pull and push rods shall be secured with rivets at appropriate locations. Their sizes shall be as specified but in no case less than the following cross sections. A bolt with nut welded over shall be permissible alternative to riveting. Broad Gauge a) For brake beam Closed type 30 x 6 mm Or 20 mm dia Open type 45×12 mm Chain type 6 mm dia b) Pull and push rod: Closed type 30×6 mm Or 16 mm dia Open type 40×10 mm For Casnub bogie, safety arrangement for push rod & for sliding type of brake beams against falling is provided in inherent design. Regarding safety bracket for brake beam of Casnub 22W (M) type bogies, additional brake beam hanger & suspension arrangement as per RDSO Drg. No. WD-89075-s/1 shall be provided.
2.12.1.3	The brake beam hangers shall be secured on the sole bars/trolley frames according to the specified methods. On

Broad gauge four-wheeler stock, the securing
arrangements shall be a bolt, nut and bulb cotter.

2.12.2

During sick line examination the brake gear assembly shall
be inspected for proper condition and necessary security
fittings viz., safety brackets, cotters/and pins etc. Special
care shall be taken for the items shown in rules below: –

2.12.2.1

Brake gear adjustment where necessary shall be done in
accordance with Rule D.2.3.3 of Appendix D.

Piston stroke:

Type of wagon	Piston Stroke
Empty	Loaded
BOXN, BCN/BCNA, BRN, BTPGLN	85 mm +/- 10	130 mm +/- 10
BOXNHL, BCNHL	85 mm +/- 10	120 mm +/- 10
BTPN	85 mm +/- 10	130 mm +/- 10
BOY	90 mm +/- 10	135 mm +/- 10
BVZC	70 mm +/- 10	—
BOBRN	100 mm+/-10	110 mm+/- 10
BOBYN	100 mm+/-10	110 mm+/- 10
BLC	95 mm +/- 10	120 mm +/- 10
BVZI	32 mm
BOSTHS, BOBSN	85 mm +/- 10	130 mm +/- 10
ALL TYPES OF WAGONS fitted with BMBS (KNORR BREMSE DESIGN)	54 mm + 10
ALL TYPES OF WAGONS fitted with BMBS (ESCORTS DESIGN)	55 mm +10	70 mm+10mm

2.12.2.2

Composition and Cast Iron brake blocks shall be renewed
when these are worn to the extent that the clearance

between the brake beam collar and the tyre flange is reduced to 6 mm or below, with the brakes applied. The shoe type renewable brake blocks shall be replaced when the thickness is reduced to less than 10 mm.
2.12.2.2.1	In shoe type brake block in Casnub bogie, the condition of brake head should be examined for excessive wear, damage and distortion. Such brake head can be reclaimed by welding or replaced with a new one. The reclamation of Casnub brake beams should be carried out as per RDSO Technical Pamphlet No. G-95.
2.12.2.3	Testing of brakes of individual wagons or of a train shall be done according to the methods laid down in Appendix D.
2.12.3	During POH all parts of air brake system should be removed, overhauled and tested as per RDSO maintenance Manual G-97. Testing of pipes and joints for leakages is to be done at 10-kg/cm2 air pressure. Note: During POH, AR must be dropped & additional strap should be fitted in BOXNHL & BOXNS wagons.
2.12.3.1	The air brake system should be attended during ROH as per RDSO Maintenance manual No. G-97.
2.12.3.2	During sick line maintenance of air brake wagon attention should be paid to ensure that the air brake equipment is working properly. Every time when the wagon is marked sick, auxiliary reservoir, control reservoir and dirt collector

should be drained out. After the repair is carried out the wagon should be tested with single wagon test rig as per procedure laid down in G-97.
2.12.3.3	Correct size of control rod to be fitted as per table given below: Length of control rod:

BOXN/BOXNHS/BCN/BCNA HSBRN/BRNA/BOY/BTPGLN / BCNA,BLCA/B,BLLA/B	Min. 1254 mm	Max. 1256 mm
BOXNHL,BCNHL	Min.1404 mm	Max. 1406 mm
BTPN	Min. 1229 mm	Max. 1231 mm
BCXC III	Min. 1169 mm	Max. 1171 mm
BFKN	Min. 810 mm	Max. 812 mm
BOMN	*1254 mm	*1256 mm
BRSTN	*1254 mm	*1256 mm
BCACM	—	—
BCACBM	*1404 mm	*1406 mm
BRNAHS	*1254 mm	*1256 mm
BFNS	*1254 mm	*1256 mm
BRHNEHS	*1254 mm	*1256 mm
BTALN	—	—
BTALNM	—	—
BTCS	1254 mm	1256 mm
BTPH	1254 mm	1256 mm

BTOH	1229 mm	1231 mm
BTPGLN	*1254 mm	*1256 mm
BOBSN	*1254 mm	*1256 mm
For BOBRN, BOBYN, BMBS Wagon, BLCA/B,BLLA/B & BLCAM/BLCBM, Brake Cylinder pressure	Empty: 2.2 ± 0.25 kg/cm2 Loaded: 3.8 ± 0.1 kg/cm2
BOBSN	Empty: 2.2±0.25 kg/cm2 Loaded: 3.8 ± 0.1 kg/cm2
BOMN, BWTB, BCACBM	Empty/Loaded : 3.8 ± 0.1 kg/cm2
BRSTN, BCACM	Empty : 2.2 ± 0.25 kg/cm2 Loaded : 3.8 ± 0.1 kg/cm2

* End to End dimensions.
Note: Brake gear manual adjustment during changing of brake
blocks and as wheel wear should be done in CASNUB bogies
as per laid down procedure. Proper securing of safety loops;
safety brackets of under frame brake gear should be ensured.

2.12.3.4	The automatic load-sensing device shall be maintained according to RDSO Maintenance Manual No. G-97.
2.13	Buffing gear: During POH all components including steel springs or rubber pads where buffing gear is incorporated in the draw gear, shall be dismantled and examined for wear/cracks or perishing and repaired/replaced as necessary. The conditions indicated below shall also apply to maintenance depots.

2.13.1

CBC heights in Broad gauge stock shall be within the limits
shown below:

Broad
gauge

Empty

Loaded

Max.1105 mm

1030mm Min.

Min.1090 mm

Note:
(i) To make up the CBC heights to maximum
permissible limits due to reduced diameter of wheels
a packing piece of required design and size may be
interposed between adapter and elastomeric pads
or elastomeric pad and pedestal side frame crown.
CBC height in broad gauge stock shall be within the limits
shown below for BCACBM wagons –

Wagon-A (X-End)	Wagon-A(Y-End) and wagon-B (Both Ends)
Max.1105 mm	Max.861 mm
Min.1085 mm	Min.831 mm

SLDB heights in broad gauge stock shall be within the limits
shown below for BLC/BLL/BLCM type wagons: Max. 845
mm and Min. 770 mm
(ii) On wagons fitted with Casnub bogie, the CBC
height will be restored within permissible limits by
interposing height adjusting packing as per plate
No.40 in between pedestal crown and Elastomeric

pad or adopter top and elastomeric pad as the case may be. (iii) Height adjustment packing pieces when used should be provided on both axle boxes on the same axle (whether packing pieces to be same size may be examined).
2.14	KNUCKLE TYPE TRANSITION / NON-TRANSITION CENTRE BUFFER COUPLERS AND DRAFT GEARS.
2.14.1	The knuckle type “transition” or “non-transition”, centre buffer couplers fitted in Broad gauge bogie wagons and match trucks/brake vans shall be inspected during POH to ensure that the free slack in draft gear is either eliminated or reduced to 6 mm, as the maximum limit for free slack in service is 25mm.
2.14.2	None of the coupler components should either be painted or lubricated.
2.14.3	The repair practices for coupler body with shank, knuckles and draft gear to be followed in workshops and maintenance depots shall be according to instructions issued by RDSO vide their Inspection and maintenance manual No. G -76 and G-80 respectively.
2.15	SECURITY FASTENINGS.

2.15.1	The various types of security fastenings normally in use for bolts are shown in Plate 41.Every bolt shall have a security fastening of the prescribed type.
2.15.2	Bolts riveted over nuts shall be permissible only when used for securing wooden fixtures, the nut being outside if possible.
2.15.3	A bulb cotter fitted flush over the nut is also permissible.
2.15.4	For bolts through slots or slotted holes the security fastening must be of the type used on top of the nut.
2.15.5	Split pins or cotters used for securing any fitting shall be split to a minimum angle of 45 degree and should not be slack in the hole or slot.
2.15.6	Security fittings of incorrect size shall not be used. A bolt, rivet or pin shall be of a diameter that it will not be slack in the hole and also conform to the following: – a) The bolt should take the full nut. b) The rivet should be long enough to form an effective head. c) The pin where used shall be of the correct length so as to ensure fitting of correct size bulb cotter with washer.
2.16	CASNUB BOGIE:
2.16.1	During ROH/POH wagon shall be lifted and bogie shall be taken out from wagon. All bogie components shall be properly inspected to ensure that all its members are in

proper alignment and do not have any cracks or show any
signs of crippling. The pivot assembly should also be
examined.

2.16.2

It shall be ensured that the dimensions of bogie alignment,
suspension arrangement and bogie clearances are in
accordance with the tolerances laid down for each type of
bogie. The side bearer assembled height prescribes for
various type of bogie stock shall be maintained.

2.16.3

During POH, the Casnub bogie should be dismantled
inspected and the worn out surfaces brought to as new
condition by providing liners/build up by welding in
accordance with latest RDSO publication G-95. Trammeling
of assembled bogie is to be done.

2.16.4 Maintenance depots equipped with proper facilities for ROH
of Casnub bogies should follow the procedure laid down in G-95 for
reclaiming the worn out surfaces.
Nominal clearances of CASNUB bogies (Sum of both side)

Description	22W 22W (Retro) (in mm)	22W(M) (In mm)	22NLB, 22NLC, 22NLM (in mm)	22HS, 22HS ModI, Mod.II, IRF108HS (in mm)	LCCF- 20(C) (in mm)
Lateral clearance between side frame and bolster	18+3	18+3	18+3	25+3	25+3

Lateral clearance between side frame and axle box/adopter	25+3 -0	25+3-0	16+6-1.5	16+6-1.5	25+3-0
Longitudinal clearance between side frames and axle box/adopter	2+7 -0	10+7-0	9+2-3	9+2-3	10+5-0
Clearance between anti rotation lug and bolster	4+3 -0	4+3-0	4+3-0	4+3-0	4+3-0
WEAR LIMITS: (In mm)
Adapter Thrust shoulder	0.7
Adapter Crown lugs	4.0
Adapter crown seat	3.5
Adapter side lugs	3.0
Adapter sides	3.0
Side frame column friction plate	4.0
Side frame column sides	5.0
Side frame anti rotation lug	3.0
Pedestal crown roof	5.0
Pedestal crown sides	4.0
Pedestal sides	2.0
Pedestal jaw	4.0
Bolster liner wear limit	5.0
Bolster land surface	3.0
Bolster column sides – Inner/Outer	5.0
Friction Wedge Vertical Surface	7.0
Friction wedge slope surface	3.0

2.16.5	After repair the repaired surfaces of the bogie components should be checked with proper gauges for correctness. Adapter shall not be welded at any location.
2.16.6	During ROH/POH, the suspension springs shall be dismantled, cleaned and examined for broken/any crack and excessive permanent set.
2.16.7	The usable coil suspension springs should be grouped and/or colour coded as per RDSO publication G-95. The spring shall be discarded if their free heights are below minimum specified limits. (excessive permanent set as given below)

LOAD/SNUBBER SPRINGS OF CASNUB BOGIE

Type of Bogie	Location	Free Height (Nominal mm)	Recommended free condemning height (mm)
CASNUB 22W,W(Retro), W(M), NL, NLB, NLM, NLC	Outer Inner Snubber	260 262 294	245 247 279
CASNUB 22 HS	Outer Inner Snubber	260 243 293	245 228 278
CASNUB 22HS (Mod-I)	Outer Inner Snubber	253 225 304	238 210 289
Type of Bogie	Location	Free Height (Nominal mm)	Recommended free condemning height (mm)

CASNUB 22HS (Mod-II)	Outer Inner Snubber	253 222 304	238 207 289
IRF-108 HS	Outer Inner Snubber	264 246 296	249 231 281
LCCF-20(C)	Outer Inner Snubber	260 243 288	245 228 273
2.16.8	The arrangement of suspension springs (Inner, Outer and snubber) in Casnub bogies of different type of wagons with different axle loads should be as per appendix-G.
2.16.9	The elastomeric pads in Casnub bogies should be inspected for any crack in the metal plate, bond failures, perished rubber and permanent set and condemned if they are beyond the permissible limits laid down in the RDSO publication No. G- 95/Maintenance manual for wagons.
2.16.10	Constant contact side bearers/PU side bearers in Casnub bogies should be inspected for any crack/damage in metal parts and bond failure, perished, permanent set etc. in non metallic parts and condemned if they are beyond the permissible limits laid down in RDSO/Approved

drawings/maintenance instructions by manufacturer.
2.16.11	Proper fitment of side frame key with square head bolt/retainer bolt and shackle lock with pin and cotter should be ensured.
2.17	TANK BARRELS: –
2.17.1	During POH the tank barrel and mountings should be cleaned, examined, repaired and tested for leaks according to the procedure laid down by CMEs /RDSO. The barrels of BTPGL, BTPGLN, BTAL, BTPN, BTCS, BTALN and BTPH fall under pressure vessels as per IS: 2825. The inspection, repairs and testing of such barrels and mountings should be done with proper care and strictly as per rule laid down in maintenance manuals. Following maintenance instructions have been issued by RDSO for some of the special types of tank wagons.
Type of Tank Wagons	RDSO Publications
BTPGL, BTPGLN	G 86
BTPH	G 71
BTAL/BTALN	G 79
BTPN	G 90

BTCS	G-83
BTALNM*
BTFLN*
BTOH*
2.17.2.	* Wagons publication is under consideration at RDSO. In-service repairs to tank barrels shall be done only at nominated sick lines where facilities for cleaning are available. After repairs the barrels and valves shall be tested to ensure that there is no leak. Safety valves shall not be permitted with any nut or bolt deficient, from sick line.
2.17.3	The tank wagons bottom discharge valves, blank flange and manhole covers shall be secured with full complement of bolts and nuts whenever the tank wagons are empty.
2.18 (a)	ROH of BTPH tank wagons: – BTPH Tank wagon will be given ROH at an interval of 18 months in the nominated sick lines equipped with suitable facilities for attention to air brake system.
2.18 (b)	ROH of TPGLR, BTAL/BTALN wagons: BTAL/BTALN will be given as per Para 2.4.3.3 in the nominated sick lines/workshops equipped with suitable facilities for attention as per Appendix-E- 4.1, 4.2 & 4.3 respectively.

2.19	ROH of BOXN/BCN wagons: BOXN/BCN wagons will be given ROH as per Para 2.4.3.3 in the nominated sick lines/workshops equipped with suitable facilities for attention to the air brake system as per Appendix – E.2.
2.20	Under frame.
2.20.1	During POH the under frame shall be inspected to ensure that: – (a) There are no cracks on any member, no loose patches on any rolled or pressed steel section or built up girder forming part of the under frame and no signs of corrosion or crippling, which may weaken the under frame members. (b) Headstocks are not bent or cracked or have any defects ; (c) Camber of the under frame is within the prescribed limits. (d) There should be no twist in the under frame.
2.20.2	When patches are to be provided on under frame members in shops or maintenance depots, the following conditions shall be observed;
2.20.2.1	Headstock and middle bars. A riveted patch shall be of same depth as the headstock or middle bar and not less than 14 mm thick and, where possible 460 mm long. The patch must cover the damaged portion entirely and shall be secured by at least four service rivets of a diameter not less than 16 mm,

use also being made of any existing bolt or rivet holes.
2.20.2.2	All broad gauges wagons headstock may be repaired by welding and supported by a seam welded patch of 14-mm thickness. The length of the patch should be 460 mm or as near to it as possible. The depth of the patch should be the same as the depth of the headstock.
2.20.2.3	Headstock must be straight at buffer seat.
2.20.2.4	Sole bar: – Patching shall be done either by riveting or by welding.
2.20.2.4.1	Repair of cracks by riveting: – wherever possible, riveted patch shall conform to plate No.42, but must in all cases conform to the following: (a) Patch plate thickness shall not be less than 10 mm and shall be provided on both sides of sole bar webs. The outer patch shall cover the flange width also. Where both the inner and outer patches cannot be fitted due to the existence of other fittings on the sole bar, either inner or outer patch shall be provided and in such cases the thickness of patch plate shall not be less than 14 mm for BG wagons. In case only outer patch is to be provided, it should be

ensured that crack on the flange, if any, should
be welded first with the provision of arrestor
hole.
(b) The outer patch shall cover the full depth of web
and full width of cracked flange, top or bottom.
(c) The inner patch shall cover full depth of the
channel and shall of the same length as the
outer patch to the extent possible.
(d) Existing rivet holes shall be utilized for patch
rivets.
(e) Additional rivets shall be of diameter not less
than 16 mm at a pitch not more than 90 mm.
(f) Sole bar cracked through flange not more than
25 mm shall be patched by provision of inner
patch plate only or outer patch plate covering
the full width of flange with at least two rivets on
either side of the crack.

2.20.2.4.2

Repair of cracks by welding: – Wherever possible,
the welded patch shall conform to the following: –
a) Welded patch is necessary if any crack in web
or flange or both extends beyond 25 mm in
length. Before providing the patch, the crack
shall be welded as per the procedure given in
clause 2.20.2.4.3. For cracks not extending

beyond 25 mm in length, weld the crack with
provision of arrestor hole/holes without
providing a patch plate.
b) Thickness of patch plate shall not be less than
10 mm for BG wagons.
c) If the crack/cracks is /are only in the web portion
and not extending the flange portion, provide
the patch on the outer side of sole bar covering
maximum possible depth of the sole bar. In
case this is not possible, provide the patch plate
on inside of the sole bar.

d) If the crack/cracks cover both flange and web,
provide patch plate on inner side of sole bar
covering maximum possible depth of the sole
bar. (The patch plate may be contoured to suit
the profile of sole bar to obtain a snug fit). In
case this is not possible then provide two patch
plates, one on top/bottom flange and the other
on the outer side of the sole bar.

e) Length of the patch plate shall be at least 100
mm beyond the extremities of the crack on
either side.

f) Ensure full contact and proper alignments of the
patch plate with the sole bar by clamps or
fixtures.
g) Depending upon the location and the length
covered by patch plate, weld the patch plate
with sole bar by 13 mm plug welds or 40 mm
diameter slot welds evenly, to cover the area of

patch plate. The pitching of the plug welds and
slot welds should not exceed 90 mm and 130
mm respectively.

2.20.2.4.3

Procedure for welding crack in sole bar:
1) Strip sole bar fittings in the vicinity of crack on
sole bar.
2) Drill arrestor hole of 8-mm dia approximately 10
mm ahead in the progressive direction of the crack.
3) Gouge sole bar crack upto the arrestor hole to
‘V’ groove (included angle for ‘V’ groove should be
60° to 70° .
4) Ensure that root gap after gouging is not more
than 3 mm
5) Oxy-cut edges should be free from slag and
irregularities, and should be dressed smooth.
6) The surface to be welded and the surrounding
material for a distance of at least 12 mm should be
free from scale, dirt, grease, paint, rust or other
surface deposits.
7) Ensure proper alignment of the sole bar.
8) If the crack is more than 150 mm long, apply 30
to 40 mm-full size tack welds at convenient
intervals.
9) Complete the welding of the gouged portion not
covered by tack welds.

10) Ensure that main weld fuses properly with tack welds. 11) Gouge opposite of sole bar weld to expose sound weld metal and lay a sealing run. 12) Dress the weld re-enforcement smooth in level with the sole bar surface.
NOTE: – (i) The electrodes approved for use on Indian Railways under class ‘’B2’’ should be used, Voltage and current (and polarity if direct current is used) should be set as recommended by the manufacturers of electrodes being used. (ii) Gouging should be done either by gouging electrodes or by oxy-cutting.
2.20.2.5	Patches on the body and underframe should be painted with primer and finish coats as per G.72 Rev.III.
2.20.2.6	Repair practice for stainless steel types wagons (refer maintenance manual for wagons Dec-2015).
2.21	LOW PLATFORM BOGIE CONTAINER FLAT WAGONS: BLCA/BLCB/BLCAM/BLCBM/BLLA/BLLB · Height of slack less draw is 845 mm (max. in tare condition) however the minimum permissible drop to 770 mm is allowed.

· Follow G-100 for inspection and
maintenance of automatic twist lock.
· Follow G-103 for repair and strengthening
of BLL wagon.
· Containers shall be loaded on wagons as
per following speed certificate
1. MC.CONTR.ISO.BG-Flat dated
15.09.1997 (BLC with single stack
container).
2. MW/CONTR/DOUBLE STACK Dated
26.01.2006(BLC with double stack
container).
3. MW/SPD/BG/CONTR/DOUBLE
STACK/22.0T Dated 12.11.2007
(BLCM wagons without any container
and wagon with empty/loaded
container in double stack.)
· As per ISO guidelines, maximum gross load
(self weight of container+ pay load) of a
20’/40’ container is 30.48t.

2.21.1

Guidelines for Container Wagon:
A. ATL
1. It should be ensured that ATL’s at all
locations (8 for BLC/BLCM wagons &
10 for BLL wagons are working properly
and no part is missing/damaged.

2. If the twist head easily turns more than
15 degree by hand then the torsion
spring (rubber/steel) or locator pin need
replacement.
3. It shall be ensured that container corner
casting/post is not resting on ATL base
plate (top face). Normally there shall be
a gap of 6.5 mm between them.
4. Inspection and maintenance of ATL
shall be done as per guidelines of
RDSO document no. G-100.
5. It is recommended that all ATL
loading/unloading points/ICDs (Inland
container depots) handling
BLC/BLCM/BLL wagons should strictly
use only dedicated reach stacker/
gantry trucks/cranes for container
handling.
B. Slack less Draw Bar
1. It shall be ensured that there is not
biased wear (on any mating
surface/part). Similarly it shall be
checked that there is no crack is
present on SDB or draft gear of slack
less draw bar assembly.

2. For SDB arrangement with 485-4A draft
gear, periodically, gravity drop wedge
height should be inspected to assure
that the system is maintaining the
proper slack less connection. For new
applications, 25 mm minimum wedge
height should be maintained. During
periodic in-service inspections, 6 mm
minimum wedge height is acceptable.
3. For SDB arrangement with 495-4A draft
gear, periodically, inspect to assure that
the quick draw gear and AAR Y46
follower are tight in the gear pocket.
Inspect interface between quick –draw
gear and rear stop and between AAR
Y46 follower and front surface. No gap
should be present at these interfaces.
C. Container Wagon (General)
1. Only ISO containers shall be
loaded on wagons.
2. Generally wagon shall be
subjected to any
inspection/maintenance in empty

condition (i.e. without any container). 3. Loading of containers (especially for double stack operation) on flat wagons shall be done as per guidelines of speed certificates for respective wagons.
2.22	ANTI – PILFERAGE DEVICE; Following anti-pilferage device shall be adopted on all wagons during POH, ROH and repairs in depots.
2.22.1	BG Bogie Wagons: – (a) The securing pins shall be provided with split cotter, open end of which shall be split to a minimum angle of 45° and shall be welded to washer for securing the following brake gear components: – i) Brake beams hanger to bogie column and brake block to brake beam. (See plate 43). ii) Push rod, support link, brake connecting link and swing link with brake equalizing lever. (See plate 44). iii) Hand brake lever, pull rod and short connecting link with brake shaft arm arrangement. (See plate 45).

iv) Brake pull rod, connecting link, push rod support link with brake equalizing lever (See plate 46). v) Hand brake bell crank, hand brake bell crank bracket and pull rod. (See plate 47). (b) For securing hand brake wheels to spindle: – The spindle shall be provided with split pin open end of which shall be split to a minimum angle of 45° and tack welded. (See plate 48). (c) Anti pilferage measures for APM (See plate- 51)
2.22.2	The hand brake wheel shall be secured to the spindle by a nut as specified in the drawing and after fully tightening the nut, the spindle end shall be rivetted over in position or the nut shall be welded all-round to spindle end (See plate 49).
2.22.2.1	Safety Valve: The nuts of the three securing studs shall be tack welded to the flange and all the three securing bolts shall be sealed with sealing wire as shown in Fig.1 of plate 50.(applicable for BTPN & BTFLN wagon)
2.22.2.2	Man-hole and fittings: – The nuts of the three securing studs for man-hole cover seating shall be tack welded to the man-hole cover seating, three securing studs for man-hole cover seating shall be sealed with seating wire, two nuts each of vapour extractor and filling pipe/shall be tack welded to the vapour extractor base/filling pipe flange as shown in

Fig.2 of plate 51.(applicable for BTPN & BTFLN wagon)
2.22.2.3	Blank flange of bottom discharge valve: The blank flange of bottom discharge valve shall be secured to centre longitude by a chain as shown in Fig.3 of plate 51.(applicable for BTPN & BTFLN wagon)
2.22.2.4	Twin Pipe System on Air brake Trains. Earlier it was decided that all air brake freight trains shall run with single pipe, unless specified otherwise. Necessary modifications in air brake freight stock for running train with single pipe were issued separately. However, recently it has been again decided to gradually introduce twin pipe air brake system in BOXNHL/BCNHL/BVZI wagons. General guidelines for operation and examination of twin pipe air brake system of complete train to be done as per G-97 (amendment No.3 of Jan-2010 or latest).

58
CHAPTER – III

3.0	Procedure for Train Examination and Interchange shall be as laid down in these rules.
3.1	All originating, terminating and through passing goods trains offered by traffic shall be examined by the train examining staff at a station nominated by the Railways. The C&W Supervisor shall be responsible for ensuring that the train/line on which examination is being conducted is protected at both ends in prescribed manner so that adequate protection is afforded to the staff for carrying out examination and repairs. For list of Broad Gauge train examining stations, workshops and their codes, see Appendices C.
3.1.1	Pattern of Freight Train Examination: Comprehensive instructions regarding the pattern of freight train examination and issue of Brake Power Certificate have been issued by Railway Board in the form of Joint Procedure Order vide Railway Board’s letter No.94/M (N)/951/57/Vol.II/Pt. dated 25.10.2004 amended vide Railway Board’s letter of 2005/M (N)/951/13, dated 8.2.2006. Any revision/modification in the same shall be approved by Railway Board (Mechanical Directorate) only. Regardless of type of wagons for traffic use/ departmental use all existing and future generation wagons shall require fitness certification from train examining supervisors from mechanical department before being inducted for regular operations and would also

require regular brake power certification by the train examining supervisors of mechanical department for their day to day operation. The same norms would be applicable for all existing and future generation departmental wagons and other departmental rolling stock such as Tower wagons, etc. also.
3.2	Examination of Originating Trains:
3.2.1	i. Originating trains shall be examined by the train examining staff before dispatch to ensure that all the stock is in fit condition to run and the rejectable defects have been attended to. ii. It is the responsibility of the Station Master/Yard Master (Traffic department) to offer originating trains for examination to C&W supervisor. iii. A certificate of such fitness shall be given to the Station Master/Yard Master by the concerned C & W Supervisor after carrying out the examination. iv. Station Master/Yard Master shall not dispatch the train unless this certificate is received by him.
3.2.2	C&W Supervisor shall ensure that no due / overdue POH/ROH wagons in terms of rejection rules- 4.7.1 & 4.7.2 are allowed in intensively examined trains.
3.2.3	Notification of Examination Points: i. All goods trains must invariably be given Intensive Examination for repairs.

ii. Railways should notify nodal points
authorized to issue intensive brake
power certificates for running of air brake
trains on End-to-End basis and in Close
Circuits.
iii. These nodal points should have
adequate facilities like cemented
pathways, welding points, proper lighting
etc. for proper examination of trains.

3.2.4

Frequency of intensive examination for
different stock:
i. As a rule, all freight trains should be
subjected to intensive examination in
empty condition at originating stations.
ii. In exceptional cases the back-loaded
freight trains can be examined at the first
examination point.
iii. All freight trains shall be re-examined by
C & W supervisor if stabled for more than
24 hours in train examination yard or
enroute.
All wagons undergoing tippling operations shall
be examined by C&W staff where number of
tipplings is three or more rakes per day and by
driver and Guard where these are less than three
rakes per day.
Remarks: As per Rly. Bd’s instruction vide letter
No. No. 98/M(N)/951/12/Pt.I dtd. 17.05.2007,
after tippling, rake should be subjected to post
tippling check either by TXR staff or by Guard
Loco Pilot in case of non- provision of TXR staff
in the siding. On recommendations of CME &
COM, GMs may decide whether the post-tippling
check on a particular point will be entrusted to
TXR staff or Guard & Loco pilot.

3.2.5	Stock running on end-to-end pattern, the intensive BPC shall remain valid provided: a) The destination is mentioned on the BPC of the loaded train. b) The composition of the rake is not changed by 4 or more wagons c) The rake is not stabled for more than 24 hours in train examination yard.
3.2.5.1	End to End Examination The rake should normally be intensively examined in empty condition except when back loading of rake has to be done at stations/sidings. After such intensive examination, the empty rake should be moved to the loading station as per the requirement of traffic.
(i)	The BPC of empty rake may have no destination mentioned. However, after loading the empty rake, the operating staff (commercial staff, if operating staff is not posted at that station) will ensure that the destination of the loaded train is clearly mentioned on the BPC and the same BPC will then become valid up to such destination.
(ii)	No Loco pilot should move the loaded train from the loading point unless the destination is clearly mentioned on the BPC. BPC of the loaded train without destination will be considered as invalid.
(iii)	At the destination, after unloading, the rake must be examined once again in the empty condition and the above cycle repeats. In the absence of freight train examination facilities at the unloading point, the empty rake/back loaded rake must be examined at the first freight train examination point in the direction of movement.
(iv)	The movement of empty rake/back loaded rake from the unloading point to the first freight train examination point will be permitted on Loco pilot and Guard’s certificate.

*The End-to-End BPC shall remain valid* *provided:*
The destination is mentioned on the BPC of the loaded train.
Rake Integrity is not disturbed by more than 04 wagons (in case of BLCA/BLCB, the maximum limit of wagons which can be detached/replaced during run are 05, i.e. 01 unit = 05 wagons) and intensively examined wagons given fitness by train examining staff may be attached as replacement.
BACK LOADING OF TRAINS:
When back loading is done at a station where freight train examination facilities exist, the loaded rake should be examined at that station only and BPC issued. In cases where back loading is done at a non-TXR station, such trains can be: Either checked by flying squad, if operationally feasible. Or, if it is not possible, permitted to run on a Guard & Loco pilot’s memo. Running of trains on Loco pilot’s and Guard’s memo, will be permitted only up to the first freight train examination point in the direction of train movement.
3.2.5.2	Premium Examination: – The BPC of premium rakes shall have a validity of 12 days with 3 days additional grace period to facilitate examination in unloaded condition. The following stamp shall be provided on the BPC of Premium rakes: This BPC is valid up to …………… (Mention date) After this date NO FRESH LOADING IS PERMITTED (3 days grace period after this date is allowed for rakes loaded up to above date)

The following conditions have been
prescribed for Premium rakes
(a) Premium end to end rakes will be intensively
examined in empty condition and certified by
examination points nominated by CME & COM.
Such premium examination points should either
be ‘A’ category or upgraded to ‘A’ Category
examination point.
(b) If any of the conditions, i.e. examination in
empty condition or examination at nominated
points is not satisfied; rake will not be certified as
premium rake and will operate as normal end to
end rake.
(c) Brake Power Certificate issued for such
premium end to end rakes will be valid for 12
days from the date of issue. During this 12 day
period, the rakes will be allowed for multiple
loading / unloading.
(d) After each loading / unloading, the rake will be
examined by Guard and Loco pilot before
commencement of journey and observations will
be recorded under the relevant columns of the
Brake Power Certificate. In case of mechanized
loading/ unloading, examination by TXR is
desirable.
(e) The rakes will be turned out with minimum
95% Brake Power.
(f) After the completion of 12 days, the rakes
should be offered for next intensive examination
at the first examination point in the direction of
movement. To avoid examination in loaded
condition, a grace period of 3 days shall be
permitted. However, after expiry of the grace
period, i.e. after completion of 15 days after the

date of issue of BPC, even a loaded premium
rake shall be offered for examination at the first
TXR point in the direction of movement. Further,
in no case, Premium rakes shall be offered for
loading through bypass routes or through yards
which are not nominated for examination. After
examination, the rake will be certified as premium
rake subject to fulfillment of above mentioned
conditions, otherwise as conventional end to end
rake.
(g) Movement of Premium rakes will be
monitored thorough FOIS by Traffic and
Mechanical departments.

3.2.5.3

Close Circuit Rakes Examination:-
Railway must ensure that the infrastructural
facilities at all the CC examination points are
upgraded to ‘A’ category.
(a) As far as possible, the close circuit air brake
rakes should be formed from off-ROH and off
POH wagons.
(b) The complete history of wagon and its
components, i. e. Bogie, Draft gear, Coupler, AB
System, Wheel & CTRB, etc. should be
maintained by the Base Depot.
(c) The Originating Brake Power for air braked
goods trains running in close circuit, shall be
100 % with adequate brake block thickness
Further, Zonal Railways shall maintain detailed
record w.r.t. enroute detachments, brake power
and detachments during examination of these
rakes.
(d) The BPC of CC rakes shall be valid for
6000/7500 kms or 30 days + 5 days, whichever
is earlier. Grace period of 5 days is allowed if the

rake is moving towards the base depot. The
following stamp shall be provided on the BPC of
CC rakes:
This BPC is valid up to ……………… (Mention
date)
After this date NO FRESH LOADING IS
PERMITTED
(5 days grace period after this date is allowed if
the rake is moving towards the base depot)
(e) The BPC of CC Rake issued at the nodal
point shall remain valid provided:
· The kilometrage have been logged in
correctly and continuously (if not, the BPC
will be deemed to be valid for 20 days only
from the date of issue). It is the responsibility
of the crew to check that entries regarding
distance are clearly and continuously
recorded.
· The rake integrity is not changed and only the
listed wagons are included.
· The rake is running in the predefined circuit
only as mentioned on the BPC.
· (Breaking the rake into parts and reforming
the same parts will not be deemed to have
broken the rake integrity).
No intermediate examination of the Close
Circuit rake is required. It would be the
responsibility of the Loco pilot and Guard to
check the unloaded CC rake at the unloading
point and ensure brake continuity before
starting.
(f) Normally, all Close Circuit freight trains should
be given intensive examination during day light

hours. However, if Close Circuit freight trains are
examined during night hours, minimum
illumination level of 100 to 150 Lux is required for
under gear examination as well as repair work of
rake.
(g) BPC issued after thorough freight
examination in empty condition must be
revalidated after loading. Revalidation includes
conducting brake continuity test, ensuring
completeness/securing of brake gears and
endorsing on intensive BPC. No wagons shall be
detached from the rake unless safety is affected.
CC rakes shall be subject to the following
conditions:
· CC Rakes should be maintained in the
examination yards which have No line of
OHE Passing over the maintenance lines.
· CC rakes shall be monitored closely through
FOIS by all Sr. DOMs to ensure that these
rakes are worked to their respective base
depots before completion of stipulated KMs/
days. Rakes with invalid BPC shall normally
not to be permitted to run in service.
· All the cases of violation of this limit shall be
analyzed by the concerned Division / Zone
where such rake gets detected, either on run
or during subsequent examination, for
adequate corrective and/ or preventive action
(if necessary).
· In case Km / Days limit is breached due to
lack of monitoring or otherwise, and the rake
is in empty condition, it shall be pushed to
nearest TXR point for Revalidation and

endorsement on BPC by TXR that the train is safe to run up to the base depot. · Such potentially unsafe rakes mentioned under (g) above, when detected in loaded condition, shall be subjected to GDR check and pushed to destination. After unloading, the empty rake shall be offered to the nearest TXR point for Revalidation and endorsement on BPC by TXR that the train is safe to run in empty condition up to its nominated base depot. · The potentially unsafe rakes from the point of detection to the nearest TXR point will move on GDR check.
3.2.5.3	It would be the responsibility of the Driver and Guard to check the unloaded CC rake at the unloading point and ensure brake continuity before starting.
3.2.5.3.1	All close circuit freight trains will be given intensive examination preferably during day light hours.
3.2.6	Issue of intensive brake power certificate:
3.2.6.1	All freight trains after being subjected to intensive examination will be issued a Brake Power Certificate by C & W Supervisor of Mechanical Department.
3.2.6.2	To distinguish the brake power certificates, Standardization of brake power certificate over IR should be as under: (i) CC Rakes examination- (Yellow-Colour) *(ii) End to end air brake- (White- Colour)* *(iii) Premium end to end rake examination* *(Green Colour)*

3.2.6.3	The minimum originating brake power for air braked goods trains, running on end-to-end pattern of examination, shall be 90% except wherever local instructions have specified higher level of brake power to meet specific requirement. Exception shall only be made after prior approval of Chief Mechanical Engineer has been obtained for each individual case.
3.2.6.4	The originating brake power for air braked goods trains, running in close circuits shall be 100 % and 90% at any time during the run.
3.2.6.5	No fresh Brake Power Certificate is required during revalidation.
3.2.6.6	Whenever brake power certificate become invalid, and there is no C&W Supervisor available at that point, Guard & Driver will check the train and take the train up to the next train examination point after their joint check. See rule 3.6.2
3.2.6.7	Brake pipe pressure required in the air-braked train with locomotive should be as follows:

Length of train	Brake pipe pressure in Train (kg/cm2)	Feed pipe pressure in Train (kg/cm2)
*Locomotiv* e	*Brake* *Van*	*Locomotiv* e	*Brake* *Van*
Up to 58 Air brake wagon	5.0	4.8	6.0	5.8
Beyond 58 Air brake wagon	5.0	4.7	6.0	5.7

3.2.6.8	C&W Supervisor will mention the individual numbers of wagons with in-operative cylinders/piped wagons at the back of the Brake Power Certificates. Such wagon shall be attached after two wagons from engine and 4 wagons before brake van.
3.2.6.9	At Stations where only the crew is changed, incoming crew will hand over the same brake power certificate to the outgoing crew of that train.
3.2.6.10	In case of Air Braked stock, the Guard shall not start a Train without brake pipe pressure gauge. The Driver & Guard both ensure the continuity of rake before starting.
3.2.6.11	*The following procedure shall be followed* *to issue the BPC after attachment of the* *locomotive:* · All BP hoses/ hosepipes on the train should be coupled up. The angle cocks in case of air brake stock at both ends of the wagon in brake pipe should be open. The angle cock at the end of air brake van must be in closed position. · Attach front wagon BP hose/ hosepipe to BP hose/ hosepipe of the locomotive. · Ensure firmness and tightness of hoses with palm ends/universal coupling and clips. · Ensure that all the cut off angle cocks on brake pipes are in open position in case of air brake stock, except the last angle cock of rear brake van. · Attend to all leaks by replacing MU washer/IR washers, leaky hoses and angle

cock assembly, if requisite BP pressure is not coming in the last vehicle. · Inoperative or defective brake cylinders should be isolated but this is not allowed in case of ‘CC’ (Air Brake) rakes at originating point and 100% Brake power should be ensured. · Not more than 4 wagons shall be marshaled in one hook having IOP wagons.
3.2.6.12	BPC issued after intensive examination in empty condition must be revalidated after loading. Revalidation includes conducting brake continuity test, ensuring completeness/securing of brake gears only and endorsing on intensive BPC. No detachments, unless safety affected. · The BPC of an empty rake having destination marked after unloading will be treated as invalid. · It is the responsibility of the driver and guard of the train to check the BPC validity while starting the train from originating train or at the crew changing point. Irregularities noticed, if any, in the BPC must be brought to the notice of C & W Controller.
3.2.6.13	Steps of intensive examination: · Rolling-in-examination including axle box feeling. · Intensive examination of originating trains including repairs, detachment of damaged/sick wagons, brake testing etc. · Issue of Intensive Brake Power Certificate after ensuring brake continuity of the formed train.

3.2.6.14

For trains requiring sorting and/or having
different terminating and originating
yards/locations, the steps for issuing intensive
BPC will be as follows:
(a) Rolling-in-examination including axle box
feeling
(b) Terminating examination including
detachment of damaged/sick wagons.
(c) Intensive examination of originating trains
including repairs, brake testing etc.
(d) Issue of Intensive Brake Power Certificate
after ensuring brake continuity of the formed
train.
Man Hours for examination:
As per Maintenance Manual for wagons
(revised in 2015) Para 313, Man hours for
various type of stock are given below:

Type of Stock/Examination	Man hours required
Air Brake (End to end running)	56
Air Brake (Close Circuit )	100
Premium end to end

3.2.7

Details of intensive examination:
Rolling-in-examination including axle box
feeling:
All terminating trains should be given rolling in
examination while entering a station/ yard having a
train examination depot. C&W Supervisor should
be informed of all incoming trains well in advance
by the Station Master/Yard Master. To carry out
this examination, the C&W Supervisor and his staff
should take up positions on both sides of the lines

short of the normal halting place on which the train
is to be received
The following inspection should be carried out
during the rolling in examination:
· In motion inspection and observation of under
gear of wagons for any loose or dangling
components and flat tyre/wheels.
· Immediately after the train has come to a halt,
all CTRBs/Adapter should be felt and those,
which are found running at high temperature,
should be marked for opening/checking at the
time of examination and attention, if necessary.
Also, CTRB shall be visually inspected as per
RDSO technical pamphlet No. G-81 CTRB’s
running temperature immediately after the
wagon has halted: to verify that the BPC
belongs to the correct train and check the
Driver’s remarks.

Axle box/Adapter temperature	State of bearing operating conditions	Action to be taken
Up to 38ºC above ambient	Normal	Wagon allowed as OK
Temperature of bearing above 90°C.	Excessively warm/hot	Wagon to be detached and bearing should be removed from service for further examination.

· Examination of any abnormal behavior of
any of the wagons or any other observation,

which may relate to unsafe working condition. · The rolling in examination must be conducted to detect any defect in the brake system or faulty manipulation by the driver, which may cause skidding of wheels. · Incoming BPC should be collected
3.2.7.1	Intensive examination of trains: Once the train has been offered for examination by Traffic Department, the rake should be protected at both the ends before undertaking the following examination and repair activities. I. Inspection and repairs of running gear fittings. II. Inspection and repairs of brake gear and spring gears. III. Inspection and repairs of draw and buffing gear. IV. Checking and making good the deficiency of safety fittings, safety brackets, safety loops, etc. V. Replacement of brake blocks: · Cast iron brake blocks/Composite brake blocks should be used as per RDSO specification. · To ensure correct fitment of brake block, only spring steel key to RDSO Drg. No. W/BG-6150 should be used. · After fitment of brake block and key on brake head fitment of split pin should be ensured.
3.2.7.2	Correct fitment of washers, bulb cotters and all brake gear pins particularly on CASNUB bogies.
3.2.7.3	Correct functioning and positioning of empty load device. (Manual/ automatic)

3.2.7.4	Roller bearing stock found running at high temperature may be taken in sick lines for further attention.
3.2.7.5	Checking for proper securing of doors of wagons.
3.2.7.6	Look for abnormal and /or unequal CBC height, wear plate, knuckle, etc. to the extent it is possible to detect by visual examination. In case of doubt, the CBC height should be measured.
3.2.7.7	Meticulous check of brake cylinders, distributor valves, auxiliary reservoir, control reservoir and other pipe joints should be carried out to ensure that these are in proper working order. Isolating cocks and angle cocks to be checked for proper position. Brake cylinder should be released and checked for piston stroke as per Para 2.12.2.1 for empty and loaded position.
3.2.7.8	After brakes are released, the wheel profile should be examined visually. If any defect is noticed, it should be checked with tyre defect gauge and wagon marked sick for wheel changing, if required. Wheel gauging, where bent axle is suspected, must be done.
3.2.7.9	The bogies, complete side frames and bolsters to be visually examined for cracks, abnormal change in geometry and missing parts. Bolster springs, snubbers, spigots, center pivots fastening, constant contact pads, side bearer spring etc. to be checked for defects.
3.2.7.10	Examine brake rigging components with special attention to brake beam deformation and wear on integral brake shoe bracket. Check intactness of the pull and push rods with pins,

washers, split pins and cotters, etc. Hand brakes must be checked for smooth and effective operation.
3.2.7.11	Visual examination of under frame members, body, door mechanism, CBC wear or deficiency of parts to be marked and their operation to be checked.
3.2.7.12	For Air braked stock brake power should be tested as per Rule 3.2.10.
3.2.8	Examination at Traction changing points: All trains will be subjected to axle box feeling at yards nominated for this purpose by the CME of the Railways.
3.2.9	It shall be ensured by the Guard that all the doors of the covered & open wagons are properly closed or secured in open condition in case of perishable/lime stone consignments.
3.2.10	AIR BRAKE TESTING: A rake consisting of air brake wagons can be tested with rake test rig. This rig may be used for testing the train in yard before attaching the engine. The rake test rig has air supply and a mobile test rig. The mobile test rig is having a cubical structure and is mounted on wheels. PROCEDURE: i. Attach the locomotive/compressor through the test rig to the train & couple brake pipes. Ensure correct coupling with pipes so that there is no leakage of air from coupled joints ii. The coupling should be done with angle cocks in closed position. iii. Open the angle cocks of loco after coupling brake pipe. iv. Open the angle cock of the brake pipe on all the wagons. Check for continuity of brake

pipe by reducing and rebuilding brake pipe
pressure. The verification should invariably
be carried out through the pressure gauge
provided in Guard’s Brake Van.
v. After the brake pipe pressure has stabilized
in the test rig and rearmost vehicle to the
level indicated in Table under Rule
No.3.2.6.7. Move the driver’s automatic
brake valve handle to application position to
reduce the brake pipe pressure from 5
kg/cm2 to 4-kg/ cm2.
vi. After the brake pipe pressure has been
stabilized, close the brake pipe isolating
cocks provided between additional C2 relay
valve and brake pipe of the locomotive/test
rig.
vii. Wait for 60 seconds for temperature and
gauge settlement. Then note the drop in
pressure in the brake pipe gauge in the
locomotive/test rig for five minutes.
viii. The drop in brake pipe pressure gauge shall
not be more than 0.25 kg/cm2 per minute.
ix. Examine for leaky components,
malfunctioning of distributor valves, brake
cylinders, control and auxiliary reservoirs,
angle cocks, and BP hoses.
x. If the leakage rate is more than 0.25 kg/cm2
per minute, check for excessive leakage on
individual wagon as indicated below:
· Look for hissing sound which indicates
leakage.
· Once the hissing sound is heard from a
particular area, pin point the location of
leakage by applying soap water solution.
· Use permitted material viz. Teflon tape for
arresting the leakage.

· In case leakage is heavy and cannot be arrested, the wagon should be isolated/ detached. · In case where leakage can be arrested temporarily by tape and the nature of leakage is such that it requires attention at primary depot, clear marking on the wagon must be made to draw attention of primary depot for adequate attention. · In case the leakage is from the distributor valve and cannot be arrested, close the distributor valve isolating cock. In such a condition, clear marking should be provided on the wagon to indicate this defect to primary depot. Do not close brake pipe angle cocks under any circumstances either for isolation of wagons or for any other purpose whatsoever except for carrying out shunting operation after which the angle cocks should again be opened to ensure continuity of brake pipe.
3.3	Examination of terminating goods trains:
3.3.1	Rolling in Examination including axle box feeling should be carried out as per Para 3.2.7
3.3.2	Air brake equipment shall be tested as per Appendix- D.
3.3.3	Ensure functioning of load/empty device and correct position of handle. i. Positioning of empty load device should be done by the commercial/operating staff at the point of unloading/loading and to be ensured by Guard/Driver.

ii. To be ensured by C&W Supervisor during intensive/revalidation examination.
3.3.4	Wheels shall be tapped.
3.3.5	Wheels shall be checked for all defects shown in Rules 4.19 (Plates 52 to 58)
3.3.6	Broken / defective springs and suspension gear should be checked.
3.3.7	Other items to be checked in case of air brake stock as mentioned below: i. Meticulous check of brake cylinders, distributor valves, auxiliary reservoir, control reservoir and other pipe joints should be carried out to ensure that these are in proper working order. ii. Isolating cocks and angle cocks to be checked for proper position of handle/functioning. iii. Brake cylinder should be released and checked for piston stroke as per Para D.1.3.2.6 for empty and loaded positions. iv. During terminating examination, special care should be exercised for any deficiencies, damages, leaky components, malfunctioning of distributor valves, brake cylinders, control and auxiliary reservoirs, angle cocks, and BP hoses and defects rectified.
3.3.8	In case of terminating loaded trains to be sent to tippler for unloading, the Brake power available on train should be recorded and deficiencies noticed should be chalk marked so that after unloading/Tippler operation, deficiencies can be attended to during outgoing examination.
3.4	Where a reject able defect cannot be attended to on the train, the wagon shall be damage labeled for attention in the sick line.

3.5	Procedure for damaged stock
3.5.1	Should it be necessary to detach rolling stock, it must be damage-labeled and advice sent to the Station Master or appropriate Authority. (See Plate 59 for Standard Form)
3.5.2	The stock, which has been damage-labeled by C&W Supervisor shall not be allowed to proceed on any train unless the damage-label is removed and a fit certificate issued by the C&W Supervisor subsequently (See Plate 60)
3.5.3	Rolling stock damage-labeled for defects which make it unsafe to move shall be shunted for placement in sick lines only after taking proper precautions as directed by the C&W Supervisor.
3.5.4	A wagon which has been derailed or involved in an accident shall be thoroughly examined and when possible, it shall be placed in sick line for examination. It shall be moved only after it has been certified fit to move at restricted speed if necessary by the C & W Supervisor of Mechanical Department.
3.6	Departmental wagon:
3.6.1	Periodic Examination & Safety Certification of Departmental Rolling Stock. (Ref: Railway Board’s letter No. 2004/M ((Safety)/Deptt. Stock dated May 20, 2004). Examination and certification of the safety of wheels, under gear and structure of Brake Down crane is the responsibility of the Mechanical supervisor (SSE Loco/SSE (Diesel) SSE(C&W)), who is the custodian of the crane. The safety certification shall be carried out at a periodicity of 30 days. Similarly, self propelled

ART/ARMEs are also to be examined and
certified for the safety of structure and under
gear at a periodicity of 30 days by the nominated
Mechanical Supervisor (C & W Supervisor /SSE
(Diesel) /SSE (Loco).
i. All the departmental wagon stock which
may run with goods trains, like camping,
mobile training cars, OHE wiring trains etc.
shall be allotted a C & W depot for Primary
maintenance nominated by Chief
Mechanical Engineer (or by nominated
Mechanical Officer). The allotted depot
shall be painted on the stock end wall.
Wheels, under gear and structure of the
stock shall be examined for safety and
certified by the Mechanical Supervisor at
the nominated C & W depot. This certificate
shall be valid for a maximum period of 30
days from the date of issue.
ii. Rolling stock, which cannot be dispatched
to the nominated depot for primary
maintenance shall be offered to the C & W
Supervisor at the nearest Train Examination
point for inspection and certification of
wheels, under gear and structural safety.
This certification shall be valid for 30 days
from the date of issue.
iii. All departmental wagons in material
trains/ballast trains/PQRS trains etc. shall
be examined in terms of IRCA Pt.III 3.2.1.
A detailed joint circular shall be issued by a
Committee consisting of CME, CE & COM
of the zonal railway or their nominated
officers, which inter alia should include

detailed guidelines for examination by C &
W Supervisor for running of departmental
trains/PQRS rake.
iv. Tower wagons shall be inspected for safety
in terms of Para 20317(2) of AC Traction
manual by the Mechanical Supervisor (C &
v. W Supervisor) of the nominated C & W
depot nearest to the TRD depot where the
Tower wagon is based. The base depot of
the Tower wagon shall be painted on its end
wall. For this purpose, C & W depot shall
be nominated by Sr.DME/DME of the
division in consultation with concerned
Sr.DEE/TRDs. The certification shall be
valid for a maximum period of 30
days/4500 kms, whichever is earlier.
Thereafter, the Tower wagon shall be
offered to the nominated C & W Supervisor
for examination and safety certification
again. In case, the Tower wagon is
operating in a division away from the
nominated depot, the same shall be offered
to the nearest Train examining point for C
& W examination as soon as the validity of
the certificate expires.
vi. Track machines shall also be subjected to
wheel, under gear and structural safety
examination and certification by the
Mechanical Supervisor at periodic intervals
as decided by concerned Zonal Railways.
vii. Notwithstanding the above periodic
inspection by the nominated C & W
Supervisor/Mechanical Supervisor, the
Supervisor in charge/custodian of the

rolling stock in question shall carryout inspection of the rolling stock before starting the operation. In case he notices/suspects any abnormality in the rolling stock regarding structural and under gear safety, he shall immediately arrange to offer the rolling stock for C & W examination afresh. The Station Master shall not give permission to start the departmental train/any departmental rolling stock unless the supervisor in charge produces the valid safety certificate issued by the nominated Mechanical Supervisor in terms of GR 4.31 and GR 4.35.
3.6.2	Guard Driver Check
3.6.2.1	i. GDR check should be done for post loading / back loading of a rake. ii. After tippling, the rake will be subjected to post tippling examination and check may be carried out by guard and loco pilot. iii. If BPC has become invalid then GDR check should be done before taking the rake to the nearest train examination point in the direction of movement. iv. In case of the attachment/detachment of the wagon, or reversal of loco at non TXR point, continuity of the brake pipe pressure must be ensured by loco pilot and guard.
3.6.2.2	Items to be observed by guard and driver are detailed and these are to be duly recorded in prescribed Proforma. Trains are to be checked for the following points: i. All CBCs are coupled and it should be ensured that CBCs are locked and the operating handle properly set in the slot.

ii. All Air hoses are properly coupled and
secured.
iii. Air hose at the end of train is properly
placed on Air hose carrier.
iv. All the Angle cocks are in open condition
and the angle cock at the end of train is in
closed condition.
v. Empty/Load device handles are kept in
correct position on loaded/empty rakes.
vi. Number of dummy/inoperative cylinders is
not exceeding the limits prescribed.
vii. There are no loose fittings/hanging parts
like pull rod, Brake beam, Safety brackets
and Brake blocks etc., which endanger safe
running of the train.
viii. All hand brake levers/wheels are released.
ix. It shall be ensured by the Guard that all the
doors of the covered & open wagons are
properly closed or secured in open condition
in case of perishable/lime stone
consignments.
x. Any other abnormalities noticed are to be
recorded in the BPC. Guard & Driver shall
prepare a memo jointly on a plain sheet in
triplicate indicating the brake power and
deficiency, if any, and shall append their
signatures and both of them shall retain a
copy of the same.
xi. Guard should obtain SM/YM’s
endorsement on two copies of joint memo
and hand over the third for SM/YM’s
record.
xii. SM/YM will inform the section control after
making the endorsement on the joint memo
and obtain clearance for the train to move.
xiii. Continuity of the Train pipe air is confirmed
through VHF/walkie-talkie set/Whistle
code before starting the train.

xiv. Fitment of Air Brake Gauge is mandatory by Guard of the train. xv. Ensure that the rake is cleared with twin pipe brake system if BPC has endorsement as twin pipe, subject to a compatible loco being attached to the train.
3.6.3	Post Loading/Post Tippling Examination i. Post loading examination by TXR staff is discontinued; this has been replaced by GDR Check. Post loading check will be carried out by Guard and Driver. After tippling, the rake will be subjected to post tippling examination. In case less than 3 rakes tippled per day, the check may be carried out by Guard and driver as per proforma issued by Railway Board’s letter No. 2005/M(N)/951/13 dated Feb.8, 2006. ii. As per instruction of Railway Board’s letter No. 2005/M(N)/951/13 Pt. dated November 5, 2007, para-2, “Post loading check of all trains that are loaded with steel consignment should be carried out by TXR staff. In case the loading point is not a TXR point, necessary C&W staff should be deputed for checking and certifying proper lashing/securing of steel consignments.
3.6.4	Revalidation/Safe to Run Examination As per instruction contained in para (i) of Railway Board’s letter Dated 08.02.2006, safe to run examination by TXR have been discontinued. After every loading/unloading safe to run examination should be carried out by Guard and Driver as per Performa issued by

Railway Board’s letter No. 2005/M(N)/951/13 dated Feb.8, 2006. However, Revalidation/Safe to run examination after loading of Containers shall be carried out by TXR staff as per para 2.5 of Railway Board letter No. 2007/M(N)/951/67 Dated 19/20.11.2008 which is as under- · “All rakes examined on CC pattern shall be subjected to safe to run examination by TXR (at TXR point) or by Guard & Driver (at other points) after every loading/unloading. Such safe to run examination will be followed by endorsement or revalidation of original BPC. In such safe to run examination only brake power, hanging parts and other defects, which can be noticed visually on wagon loaded with containers, shall be checked and given proper attention.”
3.7	Re-examination of originating trains: Whenever wagons are detached/attached on trains already released, the Transportation staff shall advise the C&W Supervisor, who shall examine such wagons and issue a fresh certificate for the train.
3.8	Examination of Tank Wagons:
3.8.1	Whenever tank wagons containing Petrol or other inflammable fluid are examined, only special safety torches (battery torches) spark less tools, etc. provided for the purpose shall be used.
3.8.2	Before any repairs are commenced on such stock due precautions shall be taken to remove all such petroleum and other inflammable liquids

as required under IRCA Red Tariff and special instructions issued by railways.
3.8.3	These precautions shall also be observed on empty tank wagons and no staff will be allowed to enter in the tank or to bring naked light or matches near it till the tank has been steam cleaned or cleaned by any other acceptable (RDSO approved) method and is free of vapors as per tests prescribed by the railways.
3.8.4	Similar precautions shall also be taken on other wagons containing inflammable material or explosives.
3.9	Examination of Loaded Stock:
3.9.1	Wagons unevenly loaded, overloaded or with shifted loads shall be damage-labeled by the C&W Supervisor for attention by the Commercial staff. The wagon shall be released to the traffic after attention and issue of a fit memo by the C&W Supervisor (Plate 60).
3.9.2	Loading of wheels by Shops and maintenance depots should be done as per Plate 61.
3.9.3	Subject to the maximum permissible axle loads shown in track restriction maps not being exceeded to, loading in excess of the marked carrying capacity shall be allowed in accordance with rules given below.
3.9.3.1	The following tolerance over the marked carrying capacity is allowed purely for any error in loading –

Gauge	Four Wheelers (in tonnes)	Bogie Wagons (in tonnes)
Broad Gauge	1	2

3.9.3.2

Subject to conditions laid down in Rule 3.9.3.3
below, goods stock loaded with coal, iron ore and
general merchandise is allowed to be loaded in
excess of their marked carrying capacity,
inclusive of the loading tolerance permitted
above shown below.

Gauge	Four Wheelers (in tonnes)	Bogie Wagons (in tonnes)
Broad Gauge	2	4

Note:
No overloading is permitted on tank wagons.
Over loading of bogie wagons may not be
permitted if the load is not evenly distributed.
In case of container flat wagons, gross wt. of
containers refers to wt. of empty container plus
wt. of goods which can be loaded.

3.9.3.3

The overloading as permitted in Rule 3.9.3.2 shall
be subjected to the following condition:-

The load on wagons shall be evenly distributed.

Wagons which cannot be overloaded owing to
their journal diameters being below the limits
prescribed or for any other reasons should bear
a four pointed white star 125 mm across the
points alongside the figure of carrying capacity
on both side of the wagons.

3.9.3.4

Any consignment loaded on two or more wagons
must have side and bottom clearances as
prescribed by the railways to permit free
movement of the wagon on curves.

3.9.3.5

It should also be ensured that no part of a wagon
or consignment is infringing the maximum moving
dimensions plates 62, unless special permission
for over dimensioned consignment has been
obtained for movement covering the whole
journey, over home and/or other railways.
Following instructions should be observed by all.

1. Station master of the originating loading station
of such rake will give a memo to the Loco pilot &
Guard of the train of follow this speed restriction
till destination.
2. At crew changing points Loco pilot/Guard to
hand over this memo to the outgoing Loco
pilot/guard.
3. In addition, divisional control office will also
advise to the concerned lobby and to the other
divisional control office in case of inter divisional
movement.

3.9.3.6

Classification of O.D.C. & Speed limits

Cla ss	Minimum clearance from fixed structure including 3″ lurching & bouncing	Maximum speed kmph	Passing fixed structur e	Jou rne y	Staff to ac compa ny
Enroute	Yard, turn out stati ons
BG	BG
A	225 mm	Maximum sectional speed of goods train with four Wheeler stock.	8	Dead slow	Day & nigh t	–
B	150 to 225 mm	40	8	Stop dead & dead slow	Day & nigh t	C&W Supervi sor & T.I.
C	100 to 150 mm	25	8	Stop dead & dead slow	Day only	C&W Supervi sor, TI & PWI

89
Note: In case of electrified sections necessary precautions
as advised in ACTM volume-I 1994 Para 10436 for vertical
clearance visa-vis contact wire should also be taken.

3.10	Reporting of thefts: Deficiencies or damages suspected to have been caused by theft, must be reported immediately by the C&W Supervisor to the Railway Protection Force and the Station Master/Guard (Plate 63 )
3.11	Procedure for Warranty Inspection.
3.11.1	All newly built wagons, when put on line, shall be stenciled in 40 mm. lettering in white paint with the following legend on body panels of each wagon builder so that warranty inspection can be done. These legends shall be obliterated at the time of first POH of the wagons: Contract No./Railway Board’s letter No. ………………. Date of Commissioning………………………………. Commissioned by……………………………………… Inspection due on……………………………………… Inspection done by……………………………………. Date of inspection………………………………………
3.11.2	The inspection of such wagons shall be undertaken by the Train Examining staff during

warranty period, as marked on the legend in order
to locate the defects attributable to the
manufacturers. The C&W Supervisor shall
appropriately stencil the last two columns of the
warranty legend and send the inspection reports
as per performa at Plate 64 direct to: –
(a) The wagon builders in the case of wagon
defect.
(b) The roller bearing manufacturers in the case of
roller bearing defects.
(c) Secretary (Wagon Production), Railway Board.
(d) Chief Mechanical Engineer of the Inspecting
Railway.
(e) Chief Mechanical Engineer of the Owning
Railway
(f) Divisional Railway Manager (Mechanical) of the
Division.
(g) ED/wagon/RDSO/Lucknow
(h) ED/QA (Mech)/ RDSO/Lucknow

3.11.3

In case the rolling stock or portion of the rolling
stock are built by the Railway Workshops, the
Train Examining staff should undertake the
inspection and send detailed report as per
proforma shown in Plate 64 direct to: –
(a) The Workshop, which manufactured the
wagon.
(b) Secretary (Wagon Production), Railway Board.
(c) Chief Mechanical Engineer of the
Manufacturing Railway Workshops.
(d) Chief Mechanical Engineer of the Inspecting
Railway.
(e) Chief Mechanical Engineer of the Owning
Railway
(f) Divisional Railway Manager (Mechanical) of the
Division.
(g) ED/wagon/RDSO/Lucknow
(h) ED/QA (Mech)/ RDSO/Lucknow

3.11.4	A ‘Nil’ report should be sent if there are no defects attributable to the manufacturer.
3.12	Procedure for disposal of damaged wagons:
3.12.1	A wagon unless irreparably damaged, must be repaired by the railway on which the damage has occurred. However, seriously damaged wagons requiring shop repairs should be sent to the nearest Workshop with intimation to the owning railways.
3.12.2	When goods stock of other than the owning railway is irreparably damaged on any railway, notice in general terms stating how and when the damage took place and the nature of it shall be sent within one month by the damaging railway to the owning railway, a copy of this notice being forwarded by the damaging railway to the General Secretary, I.R.C.A.
3.13	Procedure for disposal of overdue POH wagons:
3.13.1	Wagon shall be considered due overhaul from the last date of the month as shown on the Return Date and should be booked to the nearest nominated Workshop for POH.
3.13.2	A C&W Supervisor discovering a time expired wagon must attach labels bearing the words “Due Periodical Overhaul” and the wagon should be booked to the nearest Workshop and may be loaded in the same direction.
3.13.3	Whenever wagon belonging to any zonal Railway is booked to another zonal Railway workshop for nominated repairs and the wagon is within 6 months of its due date for periodical overhaul it must be given a periodical overhaul by the

repairing railway in addition to any other repairs that may be necessary.
3.13.4	The owning railways should be sent a monthly list of wagons dealt with in accordance with Rule 3.13.3 above.
3.13.5	When one railway’s wagon is overhauled in another Railway’s Workshop, the owning railway will be debited on the basis of the average unit cost of POH repairs of the repairing railway.
3.13.6	No repairs other than those required for safe running, should be carried out on wagons booked to nearest workshop for periodical overhaul. Wagons must be billed as usual. Where a reject able defect cannot be attended to on the train in the yard, the wagon shall be damaged-labeled for attention in the sick line as per Plate No. 59.
3.14	Procedure for Interchange of goods stock:
3.14.1	All goods stock on being received in interchange shall pass into the custody of the receiving railway, which shall be responsible for its maintenance, and for every contingency arising from the use of such goods stock so long as it remains on that railway. For the list of Interchange junctions see Appendix J.
3.14.2	The system of interchange between Zonal Railways has been dispensed with. However, the wagons going into and coming out of private sidings such as Port Trust, Steel Plants, Thermal Plants, etc. are deemed to undergo interchange for the purpose of assessing the cost of damages/deficiencies suffered inside the sidings. Recovery from siding owner should be done as per Rly.Bd’s guidelines vide letter No.

98/M(N)/951/12 dated 27.11.2002 or latest instructions.
3.14.3	The charges for the damages suffered by the wagons inside private sidings shall be raised on a monthly basis, duly indicating the damages/deficiencies in each wagon. Remarks: Recovery from siding owner should be done on average method as per Rly.Bd’s guidelines vide letter No. 98/M(N)/951/12 dtd. 27.11.2002 or latest instructions.
3.14.4	A wagon which sustains headstock and/or under frame repairs shall be worked to the nearest major sickliness or workshop for repairs, provided it is fit to run in that condition.

94
CHAPTER – IV
REJECTIONS

4.0	REJECTION RULES FOR BROAD GAUGE GOODS STOCK
4.1	From Workshops, stock must not be allowed with any rejectable or other defects. The stock must be turned out after complete repairs, in accordance with the rules laid down in Chapter–II and Chapter-III. The permissible wear and clearances on different components shall conform to limits and tolerances specified for workshops.
4.2	From sick lines, stock must not be allowed with rejectable defects. Rules laid down in Chapter II and III shall be followed.
4.3	Notwithstanding any provision in the Rules, rolling stock must not be allowed to run, if in the opinion of C&W Supervisor, it is in such a condition as to cause an accident.
4.4	Broad Gauge goods stock with any of the defects listed below shall not be allowed in service. Such of the clauses which have direct bearing on safe running of trains have been prefixed with the letter ‘S’ for the guidance of the staff concerned.
4.5	Infringement of standard moving dimensions:

‘S’4.5.1	Any part of a wagon or load infringing the maximum moving dimensions, (Plate 62) except when special permission covering the whole journey whether over home and/or other railway has been obtained.
‘S’ 4.5.2	Infringement of Rule 2.13.1
4.6	IRREGULAR LOADING
4.6.1	Loaded in excess of the marked carrying capacity. NOTE: Overloading tolerance as indicated in Rule 3.9.3.1, 3.9.3.2 shall be permitted.
‘S’ 4.6.2	Difference of height from rail level more than 64 mm between any two buffers measured at the head stock on a wagon (in case of buffers provided in the wagon).
‘S’ 4.6.3	Load insufficiently secured.
4.6.4	Bogie Rail Truck not equipped with at least 5 bolster & 6 stanchions (BRHN & BRN).
‘S’ 4.6.5	A load carried on more than one wagon in such a manner as to prevent free movement of any wagon round a curve.
‘S’ 4.6.6	Any lashing chain not secured against trailing from a wagon.
‘S’ 4.6.7.	Load un-evenly distributed.
4.7	OVER DUE OVERHAUL

4.7.1	Any wagon overdue overhaul unless moving towards the nearest workshop or owning railway for POH. – See 3.13.1 & 3.13.2.
4.7.2	Overdue ROH/IOH (BVZI) – See 2.4.3.3, 2.4.3.4 & 2.4.3.6.
4.8.	OVER DUE WARRANTY INSPECTION
4.8.1	Newly built wagons overdue warranty inspection after being put on line.
4.8.2	Newly built wagons without warranty details stenciled on the body panels.
4.9	BODY WORK DEFECTS
4.9.1	Plain roof of an empty wagon torn, broken, cut or corroded to such an extent that there is an opening more than 50 mm long.
4.9.2	Door missing except on: – (a) A wagon moving towards shops for POH. (b) Open wagon with a load requiring a crane for its transshipment.
‘S’ 4.9.2.1	Defects causing opening of flap door during run.
4.9.3	Flap doors rivets of covered wagons if found deficient.

4.9.4	Door, or man-hole cover of an empty wagon, which is not closed and properly secured by full complement of fastenings except when permanently closed by riveting.
‘S’4.9.5	Hand rail or foot board deficient, damaged or insecurely fastened in door way of a goods brake-van
4.10	UNDER-FRAME DEFECTS
‘S’ 4.10.1	A crack extending into the web and visible on both sides of an under frame member. A loose patch on an under frame member, or a patched member showing signs of crippling.
‘S’ 4.10.2	Head-stock of Broad Gauge wagon bent so that the centre of CBC face is displaced in any direction more than 35 mm from its normal position. NOTE: No packing is permissible except on wagons booked for repairs.
‘S’ 4.10.3	Truss rod brackets deficient or fractured.
4.10.4	Three or more adjacent body brackets broken or deficient.
4.10.5	Floor boards of an empty wagon deficient or defective.
4.10.6	Centre sill worn out, broken/crack, gusset plate broken/crack.
4.11	AXLE GUARD DEFECTS

‘S’4. 11.1	Axle guard worn or expanded sufficiently to permit either leg to work clear of its groove in the axle box.
‘S’4. 11.2	Any portion of the axle guard horn cheek broken or deficient.
‘S’4. 11.3	Axle guard so bent as to prevent free movement of axle box.
‘S’4.11.4	Pressed steel axle guard cracked unless repaired.
‘S’4. 11.5	One or more rivets deficient or broken or of wrong size.
4.11.6	Axle guard fitted with one or more bolts.
‘S’4. 11.7	Any axle guard leg shaking due to slack rivets.
4.11.8	One or more rivets broken or deficient in horn cheek.
‘S’4. 11.9	Bridle broken or deficient.
4.11.10	Bridle for 4-wheeled brake van, without jaws or turned ends.
4.11.11	Bridle of a section less than 4 Sq. Cm. or thickness less than 13 mm.
4.11.12	Bridle of wagon not secured by rivets or with a rivet deficient or broken.
4.12	TANK WAGONS DEFECTS
‘S’4.12.1	Leak permitting the contents to escape in steady drip.
4.12.2	Manhole covers deficient on empty wagons or kept in open condition.
‘S’ 4.12.3	Cradle or support bracket for tank barrel broken or with more than three rivets broken or deficient.

4.12.4	Any longitudinal or diagonal tie rods and/or fastening bands, lashing straps or stay rods for barrels slack, broken or cracked.
4.12.5	Twin buckle for barrel strap cracked or broken.
‘S’ 4.12.6	Bottom discharge valve deficient or defective and not secured by blank flange and full complement of bolts and nuts.
‘S’ 4.12.7	Master valve deficient/defective on tank wagons other than heavy oil, LSHS, Bitumen, coal tar and molasses.
‘S’ 4.12.8	Safety valve deficient on wagons with provision for safety valve.
‘S’4.12.9	Pressure release valve deficient on wagons with provision for pressure release valve.
‘S’ 4.12.10	If non-metallic sealing wires do not materialize, the Oil companies/ loading parties shall ensure that the metallic sealing wires are wound taut and the loose/uncut length of the sealing wires does not project more than 1 inch (25 mm) vertically from the centre of the hole provided in eye bolts for sealing. Loose winding of sealing wires all around the Dome Cover is strictly prohibited. Used sealing wires shall be removed completely from the Dome Cover and shall not be left on the wagon Body/ Barrel.
4.13	BOGIE DEFECTS
4.13.1	Bogie frame defects

100

‘S’ 4.13.1.1	Side frame cracked/broken.
4.13.1.2	Bogie side frame column liner deficient/weld given up.
4.13.1.3	Side frame key with bolt/retainer bolt missing or improper fitment.
‘S’ 4.13.1.4	Trolley frame out of square or damaged
‘S’ 4.13.1.5	Any member of trolley frame cracked or welding failed. This shall include knee plates, gusset plates and diagonal bars with their rivets broken or deficient.
4.13.2	Bolster defects
‘S’ 4.13.2.1	Bolster cracked / broken
4.13.2.2	Bolster liner deficient/weld given up.
‘S’ 4.13.2.3	Bolster safety brackets broken or improperly secured.
4.13.3	Centre pivot defects
‘S’ 4.13.3.1	Top/bottom centre pivot cracked/broken.
4.13.3.2	Top/Bottom centre pivot huck bolts/rivets loose/deficient
4.13.3.3	Pivot pin, shackle lock/lock pin deficient.
Pivot plate casting or pin broken cotter and/or rivet deficient.
4.13.4	Spring plank defects
‘S’ 4.13.4.1	Spring plank broken. Spring plank rivets, fit bolts loose / deficient.

101

4.13.4.2	Any spring spigot on the plank stripped out.
4.13.5	Side bearer defects
‘S’ 4.13.5.1	Any side bearer housing cracked/broken
4.13.5.2	Side bearer housing securing bolts/rivets worked out or improperly secured.
4.13.5.3	Side bearer non metallic spring pad/metallic spring deficient/damaged.
4.13.6	Elastomeric pads perished/damaged.
4.13.7	Bogie suspension defects
‘S’ 4.13.7.1	Any coiled bearing spring cracked or broken/shifted.
‘S’ 4.13.7.2	Wedge cracked/broken.
4.13.7.3	Any plate of a laminated bearing spring or any coiled bearing spring cracked or broken
4.1.3.7.4	Bearing spring buckle loose, broken, cracked and/or packing plate loose or deficient.
4.13.7.5	Any plate or buckle displaced from its central position by 13 mm or more.
4.13.7.6	Bearing spring buckle not sitting square in the axle box housing or crown packing where fitted.

102

4.13.7.7	Incorrect type of bearing spring for the particular design of wagon.
4.13.7.8	Scroll iron fractured, deficient of a rivet or fitted with a loose or wrong size rivet.
4.13.7.9	Scroll iron fitted with one or more bolts.
4.13.7.10	Shackle or pin cracked, deficient or of wrong size.
4.13.7.11	Bearing spring hanger cracked or broken or nut or jib cotter deficient or defective.
4.13.7.12	Bearing spring shackle pin not fitted with a split cotter.
4.13.7.13	Bearing spring eye or shackle plate touching the sole bar.
‘S’ 4.13.7.14	Bearing spring suspension link cracked or broken.
‘S’ 4.13.7.15	Stone shackle for spring suspension link cracked or broken.
‘S’ 4.13.7.16	Any part of spring hanger bracket on trolley frame cracked, broken or welding failed.
4.13.7.17	Bearing spring shackle not freely articulated and binding at corner.
4..14	BRAKE RIGGING DEFECTS
‘S’ 4..14.1	Infringement of Rule 3.2.6.3 & 3.2.6.4.
‘S’ 4..14.2	Brake block deficient, broken at the eye, not secured properly with the fastening of nut or cotter or worn so thin

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so that the flange of the wheel is 6 mm or less from the brake beam collar on brake application. The shoe type renewable brake block when the thickness is reduced to 10 mm.
‘S’ 4..14.3	Any defect in brake rigging preventing application or release of brakes.
‘S’ 4..14.4	Any safety strap/bracket/hanger pull rod or brake beam not in accordance with rule 2.12.1.2.
‘S’ 4..14.5	Any pin deficient or broken or any split pin or cotter deficient or free to work out in the brake gear.
‘S’ 4..14.6	Brake blocks key missing or improper fitment.
‘S’ 4..14.7	Van valve adapter ‘B’ deficient (Plate 65).
4..14.8	Brake not applying on dropping the hand brake lever by its own weight, or brake screw or nut inoperative.
4..14.9	Hand brake wheel/assembly deficient/defective, Hand brake lever collar not secured by rivet to the brake shaft. NOTE: As alternative to rivet, a 10 mm diameter rod with both ends bent over close to the collar, each bent end being not less than 25 mm, may be permitted. Hand brake spindle rod sleeve not secured by rivets or non fitment of washer away from 100 mm of sole bar inside.

104

4..14.10	Brake gear slack adjuster or any part of assembly deficient.
4..14.11	Brake gear empty/load box defective or handle not operating.
4..14.12	Brake shoe deficient, broken, out of alignment due to wear on brake head or thickness of brake shoe less than 13 mm.
‘S’4.14.13	Welding of brake beam hanger bracket failed.
4.14/.14	Brake gear floating lever cutting the axle.
4.15	AIR BRAKE SYSTEM DEFECTS
‘S’ 4.15.1	Stock without air brake connection from coupling to coupling.
‘S’ 4.15.2	Stock with deficient/damaged or inoperative distributor valve or its parts, common pipe bracket with control reservoir, cut off angle cocks, dirt collector, brake cylinder, auxiliary reservoir check valve and hose coupling assembly for BP and FP.
‘S’ 4.15.3	Stock having excessive leakage from the system.
‘S’ 4.15.4	Stock with damaged pipes and pipe fittings.
‘S’ 4.15.5	Brake van quick coupling deficient/defective.

105

‘S’ 4.15.6	Auxiliary reservoir band not secured properly with nut or stud not covered by welding minimum to a length of 50 mm.
4.16	BUFFING AND DRAW GEAR DEFECTS
‘S’ 4.16.1	Buffer deficient or drooping ( if provided on the wagon)
‘S’ 4.16.2	Any buffer dead ( if buffers provided on the wagon)
4.16.3	Buffer plunger/ casing cracked over a length more than 100 mm or casing bolt deficient. ( if buffers provided on the wagon)
‘S’ 4.16.4	Buffer spindle broken or nut deficient. ( if buffers provided on the wagon)
4.16.5	Buffer height beyond specified limit. ( if buffers provided on the wagon)
‘S’ 4.16.6	More than three rivets or countersunk bolts missing from a buffer plunger
‘S’ 4.16.7	Draw bar, draw hook or draw link broken or cracked.
4.16.8	Shoulder of draw bar hook projecting more than 32 mm beyond the headstock faceplate.
‘S’4.16.9	Draw bar spring deficient or broken in more than two pieces.
‘S’ 4.16.10	Draw bar worn more than 13 mm through any section.
‘S’ 4.16.11	Draw bar, nut deficient or of incorrect size.

106

‘S’ 4.16.12	Draw bar nut not secured with a split cotter of the correct size.
‘S’ 4.16.13	Draw bar shackle pin free to work out.
‘S’ 4.16.14	Draft key or any pin free to work out in twin draw bars.
‘S’ 4.16.15	Draw bar rubbing block cracked/broken/missing.
‘S’ 4.16.16	Draw bar which can be turned upside down.
‘S’ 4.16.17	Draw bar cradle, yoke or support bracket broken or missing.
‘S’ 4.16.18	Screw coupling missing.
4.16.19	Any part of screw coupling or shackle assembly including suspension hook deficient, broken or of incorrect size.
4.17	CENTRE BUFFER COUPLER (CBC) DEFECTS
‘S’ 4.17.1	Centre Buffer Coupler knuckle pin broken, bent or incorrect size and its improper fastening arrangement.
‘S’ 4.17.2	Centre Buffer Coupler body visibly cracked or with any part broken off and/ or missing.

107

4.17.3	Coupler body shank or housing worn by 10 mm.
4.17.4	Coupler body with cracked/bent guard arm.
4.17.5	Striker casting cracked more than 25 mm at any location.
4.17.6.1	Striker casting wear plate deficient, cracked or worn out up to 5 mm.
4.17.6.2	Striker casting stud deficient.
‘S’ 4.17.7	Centre Buffer Coupler yoke pin support plate missing, broken or its wear plate worn out.
‘S’ 4.17.8	Centre Buffer Coupler shank cracked or bent or out of alignment.
4.17.9	CBC shank wear plate missing where originally fitted.
‘S’ 4.17.10	Centre Buffer Coupler lock lift assembly so defective that the CBC cannot be coupled/ uncoupled.
‘S’ 4.17.11	CBC with defective/deficient components.
‘S’ 4.17.12	Coupler operating mechanism not functioning properly.
4.17.13	Full knuckle throw, locking not obtained due to defective components, anti creep arrangement not functioning.
‘S’ 4.17.14	Interference in the normal movement of coupler due to improper clearances.

108

‘S’ 4.17.15	Cracks in the knuckle side wall.
4.17.16	Distance between the nose of the knuckle and guard arm exceeds limit due to wear in the components and distorted guard arm.
4.17.17	Centre Buffer height not in accordance to Rule 2.13.1
‘S’ 4.17.18	Knuckle thrower and lock lift assembly excessively worn, broken, bent or otherwise distorted so that CBC cannot be uncoupled.
‘S’ 4.17.19	Excessive wear on lock.
4.17.20	Coupler knuckle nose wear beyond permissible limit.
‘S’ 4.17.21	Knuckle pivot pin having steps, cracks, bent or with dia less than 40 mm at any point.
4.17.22	Knuckle pin APD deficient.
4.17.23.	Knuckle hub wear exceeds permissible limit.
4.17.24	Excessive wear on lock engagement surface of knuckle.
4.17.25	Knuckle pulling lug and pin protector wear excessive.
4.17.26	Yoke strap bent, broken, cracked or worn more than 4 mm.

109

4.17.27	Yoke pin bent or having steps or cracks or diameter less than 86 mm at any point.
4.17.28	Yoke pinhole wear exceeds 2 mm.
4.17.29	Coupler body with parts broken off and or missing.
4.18	DRAFT GEAR DEFECTS
4.18.1	Free slack in the draft gear exceeds 25 mm.
4.18.2	Draft gear housing with cracks or excessive wear.
4.18.3	Front follower wear exceeds 3mm.
4.19	WHEEL, AXLE AND TYRE DEFECTS.
‘S’ 4.19.1	Any prescribed defect (Plates 31 & 52 to 58).
‘S’4. 19.1(a)	Flat tyre limit for BG Freight stock is 60 mm.
‘S’ 4.19.2	Loose, cracked or broken.
‘S’ 4.19.3	Wheel shifted on axle.
‘S’ 4.19.4	Thermal defects viz. Spread rim, Shattered rim, shelled tread, thermal crack
‘S’ 4.19.5	Flange of any wheel within 25 mm of the bottom of a wagon.
4.20	CARTRIDGE ROLLER BEARINGS DEFECTS

110

‘S’ 4.20.1	Bearing running hot.
‘S’ 4.20.2	Bearing jammed/giving abnormal sound of broken cage or roller.
4.20.3	Outer cup broken or cracked.
‘S’ 4.20.4	Excessively front/rear seal leakage due to seal damaged, seal loose.
‘S’ 4.20.5	End cap screw loose or locking plate missing or tabs of locking plate not properly bent against the face of cap screw head.
4.20.6	CTRB over due
4.21	ADAPTER DEFECTS
‘S’ 4.22.1	Worn/Cracked/distorted adapter.
4.22	AXLE BOXES DEFECTS
‘S’ 4.22.1	Hot Box.
‘S’ 4.22.2	Axle box broken.
‘S’– Indicates safety item. However, it should be primarily understood that service wear limits mentioned in this book are not safety limits. Service wear limits are far more restrictive when compared with wear limits for safety. Hence, any variation from service wear limits as stipulated should, under no circumstances be considered unsafe for running of wagons on trains.

111
APPENDIX
A to O
112

APPENDIX – A
See Rule 2.4.1 (b)
CONVERSION FACTOR AND AIR SPACE TO BE PROVIDED IN THE TANK WAGONS CARRYING DIFFERENT FLUIDS
Sl. No.	FLUID	Air Space Percentage	t Liter per Tonne
1.	Acid Sludge	5	715
2.	Ammonia (liquid)	5	1793.6
3.	Aromex	2 ½	1117
4.	Aviation Sprit	4	1405
5.	Aviation Turbine Fuel	2 ½	1276
6.	Axle/Lub.Oil	2 ½	1113
7.	Black Oil	2 ½	1160
8.	Castor Oil	2 ½	1045
9.	Country Sprit	4	1130
10.	Creosote	2 ½	970
11.	Earth Oil	2 ½	1021
12.	Furnace Oil	2 ½	1081
13.	High Speed Diesel Oil	2 ½	1198
14.	Hydrochloric Acid	5	850
15.	Inferior Kerosene Oil (yellow)	2 ½	1250
16.	Iomex Denatured	2 ½	1148
17.	Iomex Pure	2 ½	1166

113

18.	J.P. – 4	4	1338
Sl. No.	FLUID	Air Space Percentage	t Liter per Tonne
19.	Jute Batching Oil	2 ½	1174
20.	Light Diesel Oil	2 ½	1162
21.	Liquid Caustic Soda	5	662
22.	Malarial Oil	2 ½	1133
23.	Mineral Turpentine HAWS (High speed Aromatic White Spirit)	2 ½	1288
24.	Mineral Turpentine LAWS (Low speed Aromatic White Sprit)	2 ½	1276
25.	Molasses	2 ½	769
26.	Motor Sprit	4	1414
27	Naphtha produced by Barauni Refinery	4	1730
28.	Naphtha produced by Koyali Cochin, Madras , Visakhapatnam and BPCL Refineries,	4	1959
29.	Naphtha Straight run	2 ½	1351
30.	Petrol	4	1417
31.	Petroleum gas (Liquid)	5	2008
32.	Phosphoric Acid	5	616
33.	Powerine	2 ½	1239
34.	Power Alcohol (Rectified Sprit)	4	1260
35.	Sleeper Oil	2 ½	1090

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36.	Solar Oil	4	1096
37.	Solvent Oil	4	1465
Sl. No.	FLUID	Air Space Percentage	t Liter per Tonne
38.	Spindle Oil	2 ½	1086
39.	Sulphuric Acid	5	572
40.	Superior Kerosene Oil	2 ½	1262
41.	Tea Drier Oil	2 ½	1081
42.	Turpentine Oil (light)	2 ½	1140
43.	Vaporizing Oil	2 ½	1254
44.	Vegetable Oil	2 ½	1109
45.	Wash Oil	2 ½	1122
t Rounded off to nearest whole number.
Note: – The conversion factors quoted in this Appendix are based on average densities and will not apply for Commercial purposes to products of various sources, which may have different densities.

115

APPENDIX-B
(See Rule 2.4.4)
TRANSPORTATION AND MECHANICAL CODES
Transportation codes and Mechanical codes for different types of BG wagons are as under :
Description of the wagon	Transportation Code	Mechanical Code
OPEN WAGONS
Hopper with top and 4 row controlled bottom discharge with Casnub bogies with transition couplings with air brake	BOBYN	BOBYN
Hopper wagon with casnub bogies bottom automatic discharge system wagon	BOBR	BOBR
Hopper wagon with casnub bogies automatic discharge system wagon (revised)	BOBRN	BOBRN
Hopper wagon with casnub bogies	BOBSN	BOBSN
Hopper wagon with casnub bogies, high axle load and automatic discharge system wagon	BOBRNEL	BOBRNEL
Bogie open wagon fitted with CASNUB bogies and air brakes.	BOXN	BOXN
Bogie open wagon with CASNUB bogies, air brakes and stainless steel body	BOXNCR	BOXNCR
Bogie open wagon with CASNUB 22HS bogies, air brake	BOXNHS	BOXNHS

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Bogie open wagon with IRF-108 HS bogies, air brake	BOXNHA	BOXNHA
Description of the wagon	Transportation Code	Mechanical Code
Bogie open wagon with CASNUB bogies, air brakes and high axle load	BOXNEL	BOXNEL
Bogie open wagon with CASNUB HS bogies, air brake for loading steel sections	BOST	BOST
Bogie open wagon with CASNUB 22HS bogies (modified for 22.9t axle load), air brake	BOXNHL	BOXNHL
COVERED WAGONS
BG Covered Hopper for grains	BCBG	BCBG
Bogie covered wagon fitted with CASNUB bogies & air brakes	BCN	BCN
Bogie covered wagon with CASNUB bogies & air brakes for loading Auto cars	BCCN	BCCN
Bogie covered wagon with CASNUB bogies & air brakes. All welded Broad gauge covered wagon	BCNA	BCNA
Bogie cement wagon fitted with CASNUB bogies & air brakes	BCW,BCCW	BCW
Bogie Covered wagon with CASNUB 22 HS bogies & air brakes.	BCNAHS	BCNAHS
Bogie Covered wagon with CASNUB 22HS bogies (modified for 22.9t axle load), air brake	BCNHL	BCNHL

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Bogie Covered wagon with CASNUB bogies, air brakes and high axle load.	BCNEL	BCNEL
Description of the wagon	Transportation Code	Mechanical Code
TANK WAGONS
Tank wagon phosphoric acid	–	BTPH
Bogie tank wagon with CASNUB bogies and air brake for loading Caustic soda	–	BTCS
Bogie tank wagon for LPG with CASNUB bogies and air brake	BTPGLN	BTPGLN
Tank wagon Ammonia with Air Brake & CBC	BTF	BTALN
Tank wagon, Alumina.	BTAP	BTAP
Tank wagon, Heavy oil like LSHS, RFO	BTOH	BTOH
Tank wagon for petroleum product	BTPN	BTPN
Tank wagon for petroleum product	BTFLN	BTFLN
Tank wagon ammonia with CASNUB bogie, air brake & CBC	BTALNM	BTALNM
FLATS, CONTAINER AND WELL WAGONS
Bogie Rail Truck with CASNUB bogies and Air Brake.	BRN / BRNA	BRN / BRNA
Bogie Flat wagon with CASNUB bogies and Air Brake.	BFNS	BFNS
Bogie Flat wagon with CASNUB HS bogies	BRNAHS	BRNAHS
Bogie Flat wagon with CASNUB bogies for Engg. Dept.	BRHNEHS	BRHNEHS

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Bogie Flat wagon with CASNUB 22.9 t bogies	BRN 22.9	BRN22.9
Bogie Rail Wagon for heavy vehicles	BRSTN	BRSTN
CONTAINER WAGONS:
Bogie Low platform container flat wagon (A-Car & B-Car) with LCCF 20 (C) type Cast Steel Bogies with Graduated release compressed Air Brake system with LSD	BLCA BLCB BLLA BLLB BLCAM BLCBM	BLCA BLCB BLLA BLLB BLCAM BLCBM
Container flat wagon with std. floor height	BFKN	BFKN
Bogie covered auto car modified wagon	BCACM	BCACM
Bogie covered auto car carrier wagon	BCACBM	BCACBM
WELL WAGONS
Bogie open Military wagons for Defence Equipments	BOMN	BOMN
Bogie Well wagon ( well height 1055 mm)	BWTB	BWTB
Bogie open Military wagons for Ministry of Defense	D/BKM	BOM

Description of the wagon	Transportation Code	Mechanical Code
BRAKE VANS
Covered Brake Van with ICF bogie and air brake.	BVZI	BVZI
Covered brake van with Non transition CBC and Air brake	BVZC	BVZC
Covered Brake Van with CASNUB bogie and air brake.	BVCM	BVCM

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APPENDIX –C
LIST OF BROAD GAUGE WORKSHOPS WITH THEIR CODES
CODE	FULL NAME	DIVISION	RAILWAY
ADAW	Adra Wagon Shops	AWM/Adra	SER
AIIW	Ajmer Carriage Workshop	CWM/Ajmer	NWR
ADLW	Ajmer Loco Workshop	CWM/Ajmer	NWR
AMVM	Alambagh Workshops	CWM/Alambagh	NR
ASRW	Amritsar Workshops	CWM/Amritsar	NR
BKNW	Bikaner Workshop	CWM/Bikaner	NWR
BVPW	Bhavnagar Workshop	CWM/Bhavnagar	WR
CRWS	Coach Rehabilitation Work Shop	CWM/Bhopal	WCR
DBWS	Dibrugarh Workshop	CWM/Dibrugarh	NFR
DHDW	Dahod Workshop	CWM/Dahod	WR
GKPW	Gorakhpur Workshop	CWM/Gorakhpur	NER
GOC	Golden Rock Workshop	CWM/Golden Rock	SR
HRT	Harnaut Workshop	CWM/Harnaut	ECR
IZNS	Izatnagar Workshop	CWM/Izatnagar	NER
CMLR JHS	JHS Coach Rehabilitation Work Shop	CWM/Jhansi	NCR
JHSW	Jhansi Workshop	CWM/Jhansi	NCR
JMPW	Jamalpur Workshop	CWM/Jamalpur	ER
JUDW	Jagadhri Workshop	CWM/Jagadhri	NR
JUWS	Jodhpur Workshop	CWM/Jodhpur	NWR

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JND	Junagarh Workshop	WM/Junagarh	WR
CODE	FULL NAME	DIVISION	RAILWAY
KGPW	Kharagpur Workshop	CWM/Kharagpur	SER
KW	Kalka Workshop	WM/Kalka	NR
KPAW	Kanchrapara Workshop	CWM/Kanchrapara	ER
KTTW	Kota Workshop	CWM/Kota	WCR
KWV	Kurudwadi Work Shop	WM/Kurudwadi	CR
LGD	Lallaguda Workshop	CWM/Lallaguda	SCR
LLHM	Lilluah Workshop	CWM/Lilluah	ER
MCSW	Mancheswar Workshop	CWM/Mancheswar	ECoR
MIB	Motibag Workshop	CWM/Motibag/NGP	SECR
MTNS	Matunga Workshop	CWM/Matunga	CRl
MYSS	Mysore Workshop	Dy.CME/Mysore	SWR
NBQS	New Bongaigaon Workshop	CWM/New Bongaigaon	NFR
PL	Lower parel Workshop	CWM/Lower Parel	WR
PR	Parel Workshop	CWM/Parel	CR
PRTN	Pratap Nagar Workshop	CWM/Pratapnagar	WR
PWP	Perambur Carriage & Wagon Workshop	CWM/Perambur	SR
PWP/L	Perambur Loco Workshops	CWM/Perambur (LOCO)	SR
RWS	Raipur Workshops	CWM/Raipur	SECR
RYPS	Guntupalli (Rayanapadu) Workshops	CWM/Rayanapadu	SCR
SPJS	Samastipur Workshops	CWM/Samastipur	ECR

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TDH	Tindharia Workshop	CWM/Tindharia	NFR
CODE	FULL NAME	DIVISION	RAILWAY
TPYS	Tirupati Workshops	Dy.CME/Tirupati	SCR
TWS CLA	Tank Wagon Shops Kurla	CWM/Matunga	CR
UBLS	Hubli Workshops	CWM/Hubli	SWR

CATEGORISATION OF FREIGHT TRAIN EXAMINATION POINTS INCLUDING YARDS, SICK LINES AND ROH DEPOTS
S	Ra ilw ay	Di vis ion	NAME OF POINTS	Stat ion Cod e	Pr e m . P oi nt s	CC Poi nts	E x a m . Y ar d s	Si c k Li n e s	R O H D ep ot s
1	C R	BB	VADALA ROAD	VDL R	D	B
BB	KALYAN	KYN	Pr .	C	A
BB	TROMBEY	TMB Y	D	B
BS L	BHUSAVAL	BSL	Pr .	CC	A	E	A
NG P	AJNI	AQ (ICD )	Pr .	CC	A	A	C
PA	MIRAJ	MRJ	C	E
SU R	WADI	WA DI	Pr .	CC	A	B
SU R	DAUND	DD	Pr .	A	A	A

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TOTAL	5	3	8	8	3
2	E R	AS N	ANDAL-UP YARD	UDL -Up	Pr .	CC	B	A	A
AS N	DURGAPUR STEEL EXCHANGE	DSE Y	Pr .	C	E
AS N	ANDAL EMP YARD	UDL (Em p Yd)	Pr .	C
AS N	SITA RAMPUR	STN	F	F
AS N	ANDAL DN YARD	UDL (Dn Yd)	Pr .	C	B
H W H	PAKUR	PKR	Pr .	CC	C	A
ML DT	JAMALPUR	JMP	F	F
ML DT	MALDA TOWN	MLD T	Pr .	A	A
SD AH	NAIHATI	NH	Pr .	CC	A	A	A
SD AH	BUGBUG	BGB	F	F
SD AH	CHITPUR	CP	Pr .	C C	A	A
SD AH	MAJERHAT	MJT (ICD )/(K oPT )	CC	A	F
TOTAL	8	5	1 2	1 1	2
3	E C R	DH N	BARVADIH	WD BR	CC	A	A	A
DH N	PATHER DIH	PEH	Pr .	CC	D	C

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DH N	OBRA	OB R	Pr .	CC	C	B
DH N	PATRATU	PTR U	Pr .	E	F
M GS	MUGALSARAI	MG S (DR Y)	Pr	CC	A	B	A
M GS	MUGALSARAI	MG S (DD Y)	F
M GS	MUGALSARAI	MG S (UD Y)	Pr .	D
SE E	NARAYANPU R ANANT	NRP A	Pr .	C	B
SE E	GHARHRA	GHZ	Pr .	E	F
TOTAL	7	4	9	7	2
4	E Co R	KU R	CUTTC	CTC	Pr .	D	B
KU R	PARADEEP	PRD P	D	F	A
SB P	KATABHANJI	KBJ	D	F
W AT	VISAKHAPAT NAM-ORE EXCHANGE	VSK P OE C	Pr .	CC	A	A	A
W AT	VISAKHAPAT NAM-RAW MAT YARD	VSP S RM UY	Pr .	CC	A	A	A
W AT	VISAKHAPAT NAM RECEPTION YARD	VSK P-R Yd	Pr .	CC	A

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W AT	VISAKHAPAT NAM	VSK P CSL	A	A
W AT	VISAKHAPAT NAM	VSP S FPY	Pr .	B
W AT	RAIGADA	RG DA	F
TOTAL	5	3	8	6	4
5	N R	DL I	TUGLKABAD	TKD	Pr .	CC	A	A	A
DL I	GHAZIABAD	GZB	Pr .	B	A
DL I	SAKURBASTI	SSB	B	B
FZ R	LUDHIANA	LDH	Pr .	CC	A	A
FZ R	AMRITSAR	ASR	D	A
FZ R	JULANDHAR	JUC	Pr .	C	F
FZ R	JAMMU TAVI	JAT	F	A
LK O	LUCKNOW	LKO	B	A
MB	MORADABAD	MB	A
U MB	AMBALA	UM B	Pr .	CC	A	A	A
U MB	KHANAALAM PURA	KJG Y	Pr .	CC	A	A	A
U MB	BHATINDA	BTI	Pr .	A	A
PTK	F
U MB	RTP	F
TOTAL	7	4	1 3	1 1	4
6	AG C	BAD	BAD	Pr .	A	A	C

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N C R	AL D	KANPUR	GM C (ICD )/CP C	Pr .	CC	C	A	A
AL D	KLPL(ICD)/Pa nki	Pan ki	A
AL D	DADRI	DER (ICD )	CC	A
AL D	ARIL(ICD)/Kh urja	KRJ	A
JH S	JHANSI	JHS	Pr .	A	F	C
TOTAL	3	2	6	3	3
7	N E R	LJ N	GONDA	NDA GO	Pr .	A	F
TOTAL	1	0	1	1	0
8	NF R	KI R	NEW JALPAIGUDI	NJP	Pr .	CC	A	A	A
LM G	NEW GUHATI	NG C	Pr .	A	A	A
RN Y	NEW BOGAIGAON	NB Q	Pr .	A	A
TS K	NEW TINSUKHIA	NTS K	Pr .	A	A	B
TOTAL	4	1	4	4	3
9	N W R	AII	MADAR	MD	Pr .	CC	A	A	B
JP	PALI (ICD KRIBHCO)	PAL I	CC	D
TOTAL	1	2	2	1	1
1 0	S R	MA S	JOLARPET	JTJ	Pr .	CC	A	A	A
MA S	TONDIYARPE T	TNP M	Pr .	CC	A	A	B

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(ICD )
MA S	MADRAS HARBAR	HO M	F	F
MA S	ARRAKORAM /MELPAKKAM	AJJ/ MLP M	CC( BLC )	D
MA S	PATTAVIRAM SIDING	PTM S	F
M DU	MEILAVATTA N	MV N	Pr .	B	A
SA	ERODE	ED	Pr .	D	A
TP G	TRICHCHIRA PALLI GOODS YARD	TPG Y	Pr .	A	F
TP G	UDAGAMAND ALAM	UM G	CC( BO BR N)	F
TV C	EARNAKULA M MARSHLING YARD	ER MG	Pr .	CC	B	A
TV C	IRUMPANAM	IPN	Pr .	(BT CC PN)	B	A
TOTAL	7	6	1 1	8	2
1 1	S C R	BZ A	VIZAYVADA	BZA	Pr .	CC	A	A	A
BZ A	KAKINADA PORT	CO A	Pr .	E	A

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GT L	GOOTY	GY	Pr .	CC	D	A	A
HY B	NIZAMABAD	NZB
NA ND ED	PURNA	PAU	Pr .	D	F
SC	SANATNAGA R	SNF (SN AG) (ICD )	Pr .	CC	A	E
SC	KAZIPET	KZJ	E	B
SC	RAMAGUNDA M	RD M	Pr .	CC	D	E	A
SC	BELLAMPALL I	BPA	Pr .	CC	D	E
TOTAL	7	5	8	8	3
1 2	SE R	AD A	BOKARO STEEL CITY EMP YARD	BKS C (Em pYd)	Pr .	CC	A
AD A	BOKARO STEEL CITY OUT YARD	BKS C (Out Yd)	Pr .	B	F
CK P	BANDAMUND A EX YARD	BND M Ex Yd	Pr .	CC	A
CK P	BANDAMUND A DEP- YARD	BND M Dep Yd	Pr .	C
CK P	BANDAMUND A MED SICK LINE	BND M MSL	A

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CK P	BANDAMUND A CENTRAL SICK LINE	BND M CSL	A	A
CK P	DONGAPOSI	DPS	Pr .	CC	D	F
CK P	TATA	TAT A	Pr .	CC	D	A	A
CK P	ADITYPUR	ADT P	Pr .	CC	B	A	A
KG P	NIMPURA	NM P	Pr .	CC	B	A	A
KG P	BHOJUDIH	BJE	Pr .	D	A
KG P	HALDIA	HLZ	Pr .	F	F
TOTAL	10	6	9	9	5
1 3	SE C R	BS P	BILASPUR	BSP	Pr .	CC	A	F	A
BS P	LIPTON SIDING/AKAL TARA	LIL AKT	C
BS P	KORBA	KRB A	Pr .	C	F
NG P	DONGAR GARH	DG G	Pr .	A	F
R	BHILAI MARSHLING YARD	BM Y (Re p Yd)	Pr .	CC	B	A

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R	BHILAI EXCHANGE YARD	BIA (Ex Yd)	Pr .	B	B
RA IP UR	BHILAI PP YARD	BIA (PP Yd)	Pr .	CC	A	A	A
RA IP UR	DALLI RAJHRA	DRZ	CC	E	F
TOTAL	6	4	8	7	2
1 4	S W R	MY S	HARIHAR	HR R	CC	A	A
MY S	MYSORE NEW GOODS TERMINAL	MN GT	C	A	B
SB C	SETELITE GOODS TERMINAL	SGT	Pr .	CC	A	A
SB C	WHILD FIELD	WF D (ICD )	CC	A
UB L	HOSEPET	HPT	CC	B	C	B
UB L	JSWT(Pvt.Sidi ng)	A
UB L	NAVALUR	NVU	B	A
TOTAL	1	4	7	5	2
1 5	W R	AD I	GANDHI DHAM	GIM	Pr .	CC	A	A	B
AD I	SABARMATI	SBI (ICD )	Pr .	CC	A	A	A
AD I	VATVA	VTA	A

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BR C	BARODA YARD	BRC Y	Pr .	CC	A	A	B
BR C	KARCHIA	KRC A	Pr .	CC	A	A	B
RJ T	HAPA	HXP	Pr .	A	A	B
RT M	RATLAM	RT M	B
RT M	SAMBHUPUR A	SM P	Pr .	CC	A	A
TOTAL	6	5	6	6	7
1 6	W C R	JB P	NEW KATNI	New NKJ	Pr .	CC	D	A
JB P	NEW KATNI DEP YARD	NKJ Dep Yd	Pr .	CC	A	A
JB P	NEW KATNI OLD YARD	NKJ Old	A
BP L	GASS AUTHORTY LTD Vijaipur	GAI L Sidi ng	B
KT T	SAKTPURA siding of kota therma power	SKT	D
JB P	ETARSI	ET	Pr .	D	A	B
KT T	KOTA	KTT	Pr .	D	A	C
JB P	SATNA	STA	Pr .	CC	D	A	A
TOTAL	5	3	7	5	4
IR – GRAND TOTAL	83	57	1 1 9	1 0 0	47

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APPENDIX – D
REPAIR AND TESTING OF BRAKE SYSTEM

D-1	Air Brake System:
D-1.1	Salient features of air brake system: The brake system provided on the freight stock is Single pipe/ Twin pipe graduated release system and its operating principle is discussed below:
D.1.1.1	Brake system on BOXN, BOXNHS, BOXNHA, BOSTHS, BOXNHL, BOXNEL, BOXNR, BCN, BCNA, BCNAHS, BCNHL, BRN, BRNA, BRNAHS, BRHNEHS, BTPN, BTPGLN, BOY, BOBR, BOBRN, BOBSN, BOBYN, BOXNHA, BOXNCR, BFKN, BLCA/BLCB, BTAP, BTCS, BVZI, BVCM types of wagon.
a.	Schematic layout of Single pipe/ Twin pipe graduated release air brake system provided on above wagons is shown in Plate 66 and 67. Brake pipe (9) & Feed pipe (10) runs through the length of wagon. Brake pipe on consecutive wagons in a train are coupled to one another by means of air hose coupling (1) to form a continuous air passage from the locomotive to the rear end of the train. Similarly Feed pipe (10) is also coupled by means of FP coupling (11). Brake pipe is charged to 5.0 Kg/cm2 & Feed pipe charged to 6.0 Kg/cm2 through the compressor of the locomotive. In single pipe system AR (4) is charged to 5.0 Kg/cm2 through the compressor of the locomotive & in twin pipe system AR (4) is charged to 6.0 Kg/cm2 through the compressor of locomotive.
b.	For application of brake, air pressure in the brake pipe (9) is reduced by venting it to atmosphere from driver’s brake valve in the locomotive. The reduction of the brake pipe pressure positions the distributor valve (7) in such a way that the auxiliary reservoir (4) is connected to the brake

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cylinder (5) thereby applying the brake. The magnitude of brake cylinder pressure is proportional to the reduction of pressure in the brake pipe during the application. During full service brake application, which amounts to a reduction of 1.3 to 1.6 Kg /cm2 maximum brake cylinder pressure of 3.8 Kg /cm2, is developed. Any further reduction of brake pipe pressure has no effect on the brake cylinder pressure. However, during emergency brake application, the brake pipe pressure is vented to atmosphere very quickly. As a result the distributor valve assumes the full application position also at a faster rate. This result in quicker build up of brake cylinder pressure but the maximum brake cylinder pressure will be the same as that obtained during a full service brake application.
c.	During release, the brake pipe is recharged and the brake pipe pressure positions the distributor valve in such a way that the brake cylinder is connected to exhaust for releasing the brakes. The extent of buildup of brake pipe pressure causes a corresponding pressure reduction in the brake cylinder. The Auxiliary Reservoir gets charged up to 6.0 Kg/cm2 continuously through the Feed pipe.
D.1.1.2	Brake system on BVZC brake van Schematic layout of single pipe/ Twin pipe graduated release air brake system is provided on BVZC brake van is shown in Plate – 68 & 69. These brake vans are provided with additional item of guard’s emergency brake valve (Plate 85) so that the guard can make brake application by operating this valve. These brake vans are also provided with quick coupling (Plate 90) for attaching pressure gauge to check the brake pipe pressure in the brake vans (See plate 86 & 88). And check the feed pipe pressure (see plate 87 & 89)
D.1.1.3	Brake system on BOBR / BOBRN type of wagons.

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Schematic layout of single pipe/ Twin pipe graduated
release air brake system is provided on BOBR/BOBRN
wagon is shown in Plate – 70 & 71. These wagons are
provided with automatic two-stage empty load device to
cater for higher brake power in loaded condition instead of
the conventional manual empty load device. With the
provision of this, brake cylinder pressure of 2.2 Kg/cm2 is
obtained in empty condition and 3.8 Kg/cm2 is obtained in
loaded condition. For this a change over mechanism called
“Load Sensing Device” (LSD) is interposed between the
bogie bolster and spring plank. The mechanism gets
actuated at a pre-determined change over weight and the
distributor valve, which has the additional feature, controls
the brake cylinder pressure.
Two piece LSD have been replaced by single piece. New
wagons are being fitted with single piece LSD from
April.2003

D.1.1.4

Salient Features of Air Brake System with BMBS
The brake system provided on the wagons is single
pipe/twin pipe graduated release system with automatic
two stage braking. Its operating principle is as follows:-
Schematic layout of single pipe/ twin pipe graduated
release air brake system as provided on the wagons is
shown in plate 91 & 92. Brake pipe runs through the length
of wagon. Brake pipe on consecutive wagons in a train are
coupled to one another by means of hose coupling to form
a continuous air passage from the locomotive to the rear
end of the train. Brake pipe is charged to 5.0 kg/cm2 and
Feed pipe charged 6.0 kg/cm2 through the compressor of
the locomotive.
The wagons are provided with Automatic brake cylinder
pressure modification device (APM) valve to cater for
higher brake power in loaded condition instead of the
conventional manual empty load device. With the provision

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of this, brake cylinder pressure of 2.2 ± 0.25 kg/cm2 is
obtained in empty condition and 3.8 ± 0.1 kg/cm2 is
obtained in the loaded condition. To obtain this, a
changeover mechanism, APM valve is interposed between
the under-frame and side frame of the bogie. The
mechanism gets actuated at a pre-determined change over
weight of the wagon and changes the pressure going to the
brake cylinder from 2.2 ± 0.25 kg/cm2 to 3.8 ± 0.1 kg/cm2
in case of changeover from empty to loaded and vice
versa.
For application of brakes, air pressure in the brake pipe
is reduced by venting it to the atmosphere from drivers
brake valve in the locomotive. The reduction of the brake
pipe pressure, positions the distributor valve in such a way
that the auxiliary reservoir is connected to the brake
cylinder through the APM valve and there by applying the
brake. The distributor valve gives an output pressure of 3.8
kg/cm2 for the brake cylinder which is routed through the
APM valve. Based on the position of sensor arm of APM
valve, it gives an output of 2.2 ± 0.25 kg/cm2 for empty
position braking and an output of 3.8 ± 0.1 kg/cm2 for
loaded position braking in the wagon. During full service
brake application, a reduction of 1.3 to 1.6 kg/cm2 takes, a
maximum brake cylinder pressure of 3.8 ± 0.1 kg/cm2 in
loaded condition and 2.2 ± 0.25 in empty condition is
achieved. Any further reduction of brake pipe pressure has
no effect on the brake cylinder pressure. During emergency
brake application, the brake pipe is vented to atmosphere
very quickly; as a result the distributor valve acquires the
full application position also at a faster rate. This result in
quicker built up of brake cylinder pressure but the
maximum brake cylinder pressure will be same as the
obtained during a full service brake application.

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For release of brakes, air pressure in the brake pipe is increased through driver’s brake valve. The increase in the brake pipe pressure results in exhausting the brake cylinder pressure through the distributor valve. The decrease in the brake cylinder pressure corresponds to the increase in brake pipe pressure. When the brake pipe pressure reaches 5.0 kg/cm2, the brake cylinder pressure exhausts completely and the brakes are completely released.
D-1.2	Description of Equipment
D.1.2.1	Distributor valve with common pipe bracket and control reservoir The distributor valve assembly consists of distributor valve, a pipe bracket, an adapter, control reservoir and Gasket. All pipe connections to distributor valve are given through the pipe bracket. The pipe bracket Plate 83 remains on the wagon when the distributor valve is removed for overhaul and maintenance without disturbing the pipe connections. The control reservoir of 6 litres volume is directly mounted to the pipe bracket. An isolating cock is provided either on the distributor valve or on the adapter to isolate the distributor valve when found defective. The handle of the isolating cock will be in vertical position when the distributor valve is in open position and horizontal when the distributor valve in closed position. A manual release handle is provided at the bottom of the distributor valve by which the brakes in a particular wagon can be released manually by pulling the handle. A casting tab has been provided on DVs to be broken at the time of fitment to avoid recycling.
D.1.2.2	Brake Cylinder:

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The brake cylinder receives pneumatic pressure from auxiliary reservoir after being regulated by the distributor valve and develops mechanical brake power by outward movement of its piston assembly. The push rod of the piston assembly is connected to the brake shoes through a system of levers to amplify and transmit the brake power. The compression spring provided in the brake cylinder brings back the rigging to its original position when brake is released. Plate 73 and 74 may be referred for outline and installation dimensions.
D.1.2.3	Auxiliary Reservoir: An Auxiliary Reservoir is provided on each wagon to store compressed air and is charged to 5 Kg/cm2 pressure through distributor valve in case single pipe & charged to 6.0 Kg/cm2 in case of Twin pipe air brake system. The Auxiliary Reservoir is made out of sheet metals on both the ends, flanges are provided for pipe connection. One end of the reservoir is kept blanked for operation with single pipe system. A drain plug is provided at the bottom for draining the condensate. Plates 75 and 76 may be referred for outline and installation dimensions.
D.1.2.4	Cut-Off angle cock: Cut-Off angle cocks are provided at the end of brake pipe / Feed pipe on each wagon. These cocks are closed at the time of uncoupling of wagons. The vent provided in the cock facilitates easy uncoupling of hose coupling by venting the air trapped in the hose coupling when the cock is closed. The handle of angle cock is of self-locking type to avoid any inadvertent movement from open to close position or vice versa. When the handle is parallel to the pipe the cock is in open position and when at right angles to the pipe it is in closed position. Plate 77 may be referred for outline and installation dimensions
D.1.2.5	Air hose coupling for Brake Pipe & Feed pipe:

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The Air hose couplings are provided to connect brake pipe /Feed pipe line throughout the train. General arrangement of hose coupling is shown in Plate 78 & 79. The rubber hose is connected to the coupling head and hose nipple by ‘Band it’ type clamps. Rubber gasket is used in the coupling head to make the joint leak proof after coupling. The coupling heads of the feed pipe coupling hoses are of opposite head to those of the brake pipe coupling hoses. The brake pipe coupling heads & Feed pipes coupling heads are identified with BP & FP marking respectively. To further distinguish BP & FP coupling, they are painted green and white respectively.
D.1.2.6	Dirt Collector: Dirt Collectors are provided at the junction of the main pipe and branch pipe. This is meant for removing dust from the air prior to entering the distributor valve. This is achieved by centrifugal action. Plate 82 may be referred for outline and installation dimensions. The dirt collector has been provided with an additional filter element at the outlet on the branch pipe side to provide dust proof air to distributor valve / auxiliary reservoir after arresting fine dust particles. The dust particles accumulated in the dirt chamber are removed by opening the drain plug. Rubber gasket has been provided between cover and housing to prevent leakages. Similarly leather washer has been provided between housing and drain plug to prevent leakages.
D.1.2.7	Pipes: It should be as per Spec. No. 04 ABR- 2002 amendment 7 or latest. The plates 83 & 84 may be referred for details.
D.1.2.8	Pipe fittings: It should be as per Spec. No. 04 ABR- 2002 amendment 7 or latest. The plates 83 & 84 may be referred for details.
D.1.2.9	Guard’s emergency brake valve

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The valve is provided in the brake van for use by the guard for application of brakes during emergency. Plate 85 may be referred for outline and installation dimensions.
D.1.2.10	Quick Coupling: The Quick Coupling consists of a plug (1) and socket consisting of item 2 to 14 of Plate 90. The plug (1) shall be a part of pressure gauge and will be kept as Guard’s property. It works on single push and pull principle. The plug when pushed into socket is securely held by the self locking arrangement resulting in a positive and leak proof connection. This connection simultaneously opens the valve and airflow starts. To disconnect, pull back the locking ring of the socket, the plug ejects out and valve shuts off automatically.
D.1.2.11	Isolating Cock: Isolating cock is provided in the pipeline leading to quick coupling of brake van. This is provided to facilitate closing of brake pipe in case the Quick coupling is found defective. (Plate No 81)
D.1.2.12	Load Sensing Device (LSD): Load sensing device is interposed between bogie bolster and spring plank of Casnub bogie of wagons fitted with automatic two stage empty load device. This equipment consists of an operating valve fitted on bogie bolster and a spring buffer fitted on the spring plank. The mechanism gets actuated at a predetermined change over weight and the Distributor valve which has the additional feature will control the brake cylinder pressure (Plate No 80).
For details of single pipe /Twin pipe Graduated release air brake system refers RDSO’s Maintenance Manual No. G- 97.
D.1.2.13

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Automatic brake cylinder pressure modification device (APM) APM device is interposed between bogie side frame of Casnub bogie and the under frame of wagons. It is fitted on one of the bogies of the wagon. It is fitted achieving 2 – stage load braking with automatic changeover of brake power. It restricts the brake cylinder pressure coming from the Distributor valve to 2.2 ± 0.25 Kg/cm2 in empty condition of the wagon and allows the brake cylinder pressure of 3.8 ± 0.1 Kg/cm2 in loaded condition of the wagon. APM should sense the gap only at the time of air brake application. During remaining time it should not be in contact with the bogie side frame.
D.1.2.14	Brake cylinder with built in Double acting Slack Adjuster The brake cylinder receives pneumatic pressure from auxiliary reservoir after being regulated through the distributor valve and APM valve. Brake cylinders develop mechanical brake power by outward movement of its piston and ram assembly. The piston rod assembly is connected to the brake shoes a system of rigging levers to amplify and transmit the brake power. The compression spring provided in the brake cylinder brings back the ram thus the rigging is also brought to its original position when brake is released. The built-in slack adjuster compensates for the brake blocks during the brake application through equivalent pay out. For pay-in the, a pry bar is applied between the brake shoe and wheel and the rigging is pushed in.
D-1.3	GENERAL GUIDELINES FOR MAINTENANCE OF WAGONS OTHER THAN BOBR / BOBRN as per G-97.
D-1.3.1	At Originating station: The following checks shall be carried out on a train prior to departure. Rake test Rig

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(plate–93) for Single pipe air brake system & (plate no.94) for twin pipe air brake system explained in G-97(Latest version) may be used for conducting various tests in the absence of locomotive.
D-1.3.1.1	Ensure that Hand brakes of all wagons are fully released.
D-1.3.1.2	Ensure that operating handle of Empty Load Box is in correct position i.e., in ‘Empty’ position when wagon is empty or lightly loaded and in ‘Loaded’ position when wagon is loaded beyond the specified value.
D-1.3.1.3	Ensure that all worn out brake blocks are changed.
D-1.3.1.4	Ensure that all brake rigging pins are intact and of correct size and frictional points are lubricated.
D-1.3.1.5	Ensure that dimension ‘A’ of Brake Regulator is adjusted to the specified value. (70 +2 –0 mm for BOXN, BOXNHA, BCN, BRN, BOY, BTPN & BTPGLN wagons, 50 +2/-0 mm for BCXC-III wagons and 27+2-0 mm for BOBRN/BOBRNHS etc.)
D-1.3.1.6	Ensure that Empty Tie Rod adjustment is correct.
D-1.3.1.7	Ensure that hose coupling for brake pipe (BP) and hose coupling for feed pipe (FP) on consecutive wagons are coupled to one another to form a continuous air pressure from the locomotive to the rear end of the train. For proper identification BP coupling heads are marked with ‘BP’ & painted in green and FP coupling heads are marked with ‘FP’ & painted in white (Refer Maintenance Manual G-97 for procedure for brake continuity test)
D-1.3.1.8	Ensure that all the cut off angle cocks of brake pipe/Feed pipe except those at the rear end of the train are kept open. The handle of the cock shall be parallel to the pipe when the cock is in the open position and will at right angles when at closed position.
D-1.3.1.9	Ensure that cut off angle cocks of brake pipe/ Feed pipe at the rear end of the train is kept closed and the brake pipe hose coupling is placed on the hose coupling support.

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D-1.3.1.10	Ensure that the isolating cock on distributor valves of all the wagons are in open position.
D-1.3.1.11	Ensure proper working of quick coupling provided in the brake van.
D-1.3.1.12	Ensure that the gauges in the guard’s compartment show pressures not less than 4.8 kg/cm2 in BP & 5.7 kg/cm2 in FP after the system is fully charged for train with 58 wagons. And for trains having more than 58 wagons, the pressure shall not be less than 4.7 kg/cm2.
D-1.3.1.13	Ensure that the gauges in the locomotive show a pressure of 5.0 kg/cm2 in the brake pipe after the system is fully charged.
D-1.3.1.14	Ensure that the leakage in the system not more than 0.25 kg/cm2 /min. (Refer RDSO Tech. Pamphlet No. G-97 for procedure of checking leakage in the train). If the leakage has been found to be excess the leakage shall be arrested.
D-1.3.1.15	Apply service brake to ensure that: – i) The piston stroke in empty and loaded condition are within the limits specified. ii) The brake blocks of each wagon are mating the wheels.
D-1.3.1.16	Release the brake to ensure that: – The piston of brake cylinder is fully inside. (Distance between centres of brake cylinder fulcrum bracket and piston rod eye shall be 782 +/- 5 mm and 814 +/- 5 mm for 355 mm and 300 mm dia cylinders respectively). Brake blocks are away from the wheels.
D-1.3.1.17	Ensure that percentages of operating brake cylinders are within the prescribed limit. Wagon with brake cylinder found inoperative shall be marked sick and detached. Refer G-97 for procedure for detaching a wagon.
D-1.3.1.18	Ensure that the Guard’s emergency brake valve provided on the brake van is working properly by operating this valve.

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D-1.3.1.19	(a) Ensure that the brake gear is manually adjusted to correspond to the wheel dia. This can be done by shortening the bogie push rod and bogie pull rod. (b) Ensure the following for BOBR/BOBRN wagons. Load sensing device fitted on the bogie is working properly and the clearances between operating valve and spring buffer is within the specified limit of 8 + 2 mm / – 0 mm. Bolts and nuts of load sensing device have been tack welded. Piston stroke in empty and loaded condition are 100 ± 10 mm and 110 ± 10 mm respectively. Ensure that dimension ‘A’ of brake regulator on BOBRN wagon is adjusted to the specified value of 27 + 2 mm/ – 0 mm. In case of BOBR wagons, where slack adjuster is not provided, to obtain correct piston stroke, necessary adjustment in the pull rod shall be carried out.
D-1.3.2	At Terminal Station: The following checks shall be carried out on a train at the terminating station: –
D-1.3.2.1	Check the percentage operative cylinders. Wagon with inoperative brake cylinders should be marked sick.
D-1.3.2.2	Check the leakage rate. If found excessive than the prescribed, the source of leakage shall be found out and remedial measures taken.
D-1.3.2.3	Check the brake blocks after full release. The brake blocks should be away from the wheel. Brake blocks should be in good condition.
D-1.3.2.4	Check all the air brake equipments for any visual damages. Sick mark the wagon if found necessary.
D-1.3.2.5	Carry out brake continuity test if any vehicle is attached or detached from the train or any rectification has been done which could affect the continuity of the brake system.
D-1.3.2.6	Piston stroke in empty and loaded condition are within the specified limit.

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D-1.3.2.7	Load sensing device fitted on the bogie are in good condition (BOBR, BOBRN, BLCA/BLCB, BTAP, BTCS, BTPH) and the clearance between the spring buffer and operating valve of LSD is as specified.
D-1.3.2.8	Guards emergency valve is in good condition and quick coupling is available and in good working condition (BVZC, BVZI & BVCM only)
D-1.4	Maintenance
D-1.4.1	Sick Line Maintenance Besides rectifying the defects for which a wagon has been marked sick, attention should also be paid to ensure that the air brake equipment is working properly. Every time the wagon is marked sick, auxiliary reservoir, control reservoir and dirt collector to be drained out. After the work is carried out the wagon should be tested with the single wagon test rig. (Refer G-97 “Procedure for single wagon test”).
D-1.4.2	Routine Overhaul (ROH)
D-1.4.2.1	During ROH of the wagon the air brake equipment shall be given attention / checks in accordance with the procedure given in the Maintenance Manual G-97.
D-1.4.2.2	After carrying out above mentioned works, the wagon shall be tested with single wagon test rig to check proper functioning of air brake system.
D-1.4.3	Periodic Overhaul (POH)
D-1.4.4.3.1	During POH of wagon the air brake equipment shall be given attention / checks in accordance with the procedure given in the Maintenance Manual No. G-97 of RDSO.
D-1.4.3.2	After the air brake equipment is fitted, the wagon shall be tested with single wagon test rig to check proper functioning of air brake system.
D-2	Brake rigging arrangement on BOXN wagons

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D.2.1	The brake rigging arrangement on BOXN wagon is shown in plate 95 It has following features: – Empty load box to give two different leverage ratios for empty and loaded wagons. Brake regulator for automatic adjustment of pre determined slack between brake blocks and wheels so as to restrict the travel of the piston to the minimum. Side operative hand brake arrangement with 610 mm dia wheel and footstep, which can be operated from either side of the wagon. Single Air Brake Cylinder operates the brake rigging of both the bogies through the horizontal levers. The brake blocks for the BOXN type bogie are of the Composition type and are interchangeable with that of UIC Bogie Type Cast Iron Brake Blocks.
D.22	Empty Load Box – Plate 96
D.2.2.1	SAB empty load box type LCF-4 (or Indian Railway empty load device type IR-ELD-10) is provided in the brake rigging, by means of which lower leverage ratio for tare condition and higher leverage ratio for loaded condition of the wagon can be obtained by a simple manual operation of a handle, provided on both sides of the wagon. In the empty load box, horizontal levers, two tie rods, viz., tare tie rod and loaded tie-rod are provided. The former, when brought into operation provides a lower leverage ratio corresponding to a wagon having a gross load not exceeding 42.5 t and the later a higher leverage ratio, corresponding to wagon exceeding 42.5 t gross load.
D.2.2.2	For efficient performance of this equipment the following instructions must be followed rigidly: – Ensure that empty load box operating handle is set in ‘empty’ position when a wagon is either empty or partially loaded up to a gross load not exceeding 42.5 t and a loaded

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position when the weight of the wagon exceeds 42.5 t. It
should also be ensured that the operating handle is set in
the ’empty’ position before commencing unloading of the
wagon.
For convenience of Operating Staff, the sign plate is
painted yellow to indicate ‘empty’ position and black to
indicate ‘loaded’ position to which the operating handle is
to be set.
c) Do not tamper with tare tie-rod adjustment. Interference
with the coupling nut may either increase or decrease
dimension ‘Sx’, which would result in the horizontal levers
pivoting around load tie-rod pins and thus brake power for
tare condition of the wagon will not be obtained. This
dimension ‘Sx’ for efficient functioning of the empty load
box is 10 mm.

D.2.2.3

In case, tare tie-rod needs replacement the following
procedure should be followed to ensure its correct
adjustment:
Ensure that the brake cylinder piston rod is restored to its
original ‘brake release’ position by checking the distance
between centres of brake cylinder fulcrum bracket and the
piston rod eye which shall be 782 +/- 5 mm.
Move change over handle to “loaded position”.
Unscrew both lock nuts to the extreme ends of tie-rod
threads and rotate coupling nut to shorten the tie-rod as far
as it will go.
Now lengthen the tare tie-rod by rotating coupling nut in the
other direction, so that pins of both tare and load tie-rod
reach their end-positions in their respective slots. Stop
rotating the coupling nut as soon as the ‘live’ horizontal
floating lever just starts to move.
Note: If both the pins are not at the ends of slots when
‘live’ horizontal lever starts to move, this indicates faulty

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condition requiring attention (e.g. brakes not fully released or “dead” horizontal floating lever jammed). Lock the coupling nut in this position by tightening lock nuts on either side, and bend the washer over sleeve nut and check nut in Z form. In addition, one bridge plate is to be tack-welded over the coupling nut in securing two pieces of tare tie-rod. To check correctness of tare tie-rod adjustment, apply and release brakes fully two or three times at correct air pressure with empty load box operating handle in ‘empty’ position and measure piston strokes. Also check that tare tie-rod is tight and loaded tie-rod is loose by tapping pins of both rods with a hammer. Move operating handle from ‘empty’ to ‘loaded’ position, apply and release brakes two or three times as above and measure piston strokes. Also check that the load tie-rod is tight and tare tie-rod loose in the manner indicated above. This tapping test would indicate whether the empty load box is functioning correctly or not. The piston stroke obtained under the above tests should be as laid down for different types of wagons. Attention: Once the tare tie rod is set correctly, it should never be altered while the wagon is in service. Ensure that empty-load box links and link-pins connecting empty load box arm to the operating handle are intact. In case of missing link or pin, the empty-load box becomes ineffective i.e., the braking ratio cannot be changed. Ensure that the hand brake is in fully released position in the formation of a train. Ensure that the horizontal floating levers are free in their brackets.
D.2.3	Brake Regulator
D.2.3.1	SAB brake regulator (Slack adjuster), type IRSA – 600 & IRSA 750 have been provided in the main pull rod. It is a

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device for automatic adjustment of slack between brake blocks and wheels thereby restricting travel of the piston to the minimum.
D.2.3.2	The brake regulator is double acting, i.e., it automatically takes up and pays out slack, as such, and manual adjustment of brake gear is not required.
D.2.3.3	For efficient performance of the brake regulator, the following instructions should be followed: – Ensure that control dimension ‘A’ between the control-rod head and brake regulator barrel is 70 mm for wagons fitted with Casnub bogies, which corresponds exactly to the total amount of slack in the brake rigging (between brake blocks and wheels). Tolerance permitted on this dimension is +2 -0 mm. In order to check this dimension ‘A’, it is essential that the horizontal floating levers of the empty load box are in normal ‘brake release’ position with the hand brake fully ‘off’ and the correct position of the piston rod is ensured (Refer Para D.2.2.3). If these levers are not in their normal ‘brake release’ position due to restoring spring not functioning properly or excessive frictional resistance coming into play between horizontal levers and bracket a wrong reading of the dimension ‘A’ will be measured. In such case, therefore, the horizontal floating lever should be brought to the normal position by pushing the control rod head as far away as possible from the barrel with the help of a wooden scotch block to ensure correct measurement of the dimension ‘A’. Attention: Once dimension ‘A’ is set correctly it should never be altered while the wagon is in service. To avoid unauthorized interference with dimension ‘A’, ensure that M 20 anchor pin nut is secured by welding to the pin Replace brake blocks, when worn out to a thickness of 10 mm. For fitting new brake blocks, rotate brake regulator

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barrel by hand, clock-wise, the facing towards horizontal levers to pay out necessary clearances. No further action is required as the brake regulator automatically corrects the clearances, when brakes are applied two or three times. Ensure that the brake gear is manually adjusted to correspond to the wheel diameter, whenever wheel set is changed at major sick lines/shops. This can be done by shortening bogie push rod and bogie pull rod. This is essential as the capacity available for adjustment by brake regulator, which is represented by dimension ‘e’ is between 555 and 575 mm for IRSA 600 and for IRSA 750 is between 560± 25 mm when all the brake blocks, pins and bushes are new and manual adjustment of brake gear corresponds to wheel diameter. The brake regulator will normally function efficiently over extended period without any need for servicing.
For the air brake equipment and function of complete air brake equipment fitted on wagons, the maintenance manual supplied by the different air brake equipment manufacturers shall be referred.
D-2-4	COMMON PROBLEMS IN BRAKE SYSTEM AND REMEDIES:
D.2.4.1	Jammed Brakes: Taking the following precautions can prevent jamming of brakes: Both the hand brakes on a loaded wagon should be fully released before commencement of unloading. Adjustment of brake regulator and empty tie rod should not be tampered with. Despite the above precaution, if the brakes jam, the following steps should be taken: –
D.2.4.1.1	Try to rotate brake regulator barrel by hand or with spanner on the hexagon flat or with a Tommy bar in the slot provided

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at the end. DO NOT HAMMER OR USE EXCESSIVE FORCE.
D.2.4.1.2	If this fails, then apply and release the brakes fully two or three times either with air brake or hand brake. When using the hand brake, make sure of full application and full release. If jamming is not severe, this will make brake regulator operate automatically to create enough slack, by paying out, to release the brakes.
D.2.4.1.3	If this also fails, then it means the brakes are severely jammed, also jamming the brake regulator. In this case knock out the shaft crank pin but not the pin securing the brake regulator in any case. Then rotate brake regulator barrel until pull rod pinholes align and the pin can be replaced easily. Always replace the pin, which had been withdrawn to release brakes, with its washer and split cotter, and tack weld the washer with pin.
D.2.4.2	Piston stroke too short: If the piston strokes are not within the limits the brake equipment should be thoroughly examined. Probable causes for too short piston strokes are given below: –
D.2.4.2.1	One brake cylinder out of action, or one or both cylinders defective.
D.2.4.2.2	Brake shaft or piston jammed/seized.
D.2.4.2.3	Brake rigging jammed e.g. pull rod pin or hanger partly out of its hole and fouling vertical levers in the bogie brake rigging or end of bogie pull rod striking transverse trimmer. In both cases there may be no application of brakes at the outer wheels.
D.2.4.2.4	Adjustment of pinholes in bogie brake rigging not responding to wheel diameter.
D.2.4.2.5	Some parts of the brake rigging distorted or non-standard.
D.2.4.2.6	New brake blocks just fitted and brakes not applied and released at least twice before checking piston strokes.
D.2.4.2.7	Hand brakes partly “ON”.

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D.2.4.2.8	Brake regulator or empty load box maladjusted or damaged causing either insufficient “slack” or empty braking at all times (This is a serious defect and should be attended to immediately)
D.2.4.2.9	Fully loaded wagon just emptied but brakes not applied and released at least twice before checking piston strokes. Note: If slightly short piston strokes are not caused by any of the defects mentioned above, they are not harmful.
D.2.4.3	Piston stroke too long: If the piston strokes exceed the maximum limits prescribed, examine the equipment thoroughly. Probable causes for too long piston strokes are given below.
D.2.4.3.1	Parts of brake gear defective, broken, worn out, missing or non-standard e.g. pull rod pins missing or under size pin fitted.
D.2.4.3.2	Wearing parts beyond condemning size i.e. wheels, brake blocks and pin/hole joints.
D.2.4.3.3	New brake blocks just fitted and brakes not applied and released at least twice before checking piston strokes.
D.2.4.3.4	Empty wagon just loaded and brakes not applied and released at least twice before checking piston strokes.
D.2.4.3.5	Adjustment of pin/holes in the brake rigging not corresponding to wheel diameter
D.2.4.3.6	Brake regulator or empty load box maladjusted or damaged causing either excessive slack or load braking at all times.
D.2.4.3.7	Brake regulator control rod assembly damaged, detached or missing. (This is a serious defect and should be attended to immediately)

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APPENDIX – E
(See Rules 2.16 to 2.19) INSTRUCTIONS FOR MAINTENANCE OF WAGONS
INSTRUCTIONS FOR MAINTENANCE OF WAGONS
E-1	Examination on trains.
E.1.1	The Carriage and wagon staff shall watch the approaching train before it stops so as to locate skidded wheels and then the axle boxes shall be felt immediately the train comes to a stop so that excessively warm axle boxes could be detected.
E.1.1.1	While examining the brake gear it shall be ensured that the hand brakes are fully released, empty load box operating handle is in correct position, empty tie rod adjustment is correct, worn out brake blocks are renewed, all brake rigging pins of correct size are properly fitted and the setting of brake regulator control rod is correct.
E.1.1.2	The CBC unlocking levers and knuckle pin should be properly secured.
E.1.1.3	Transition coupler where fitted should have the clevis and screw properly fitted and in working order.
E.1.1.4	Transition coupler where fitted should have the clevis and screw properly fitted and in working order.
E.1.1.5	Horn gap bridle bolts/rivets and roller bearing axle box cover bolts should be properly fitted.
E.1.1.6	The laminated bearing springs, shackles, stones and pins should be in proper condition and wheels should not have any one of the prescribed defects. The trolley frame should not have any cracks or welding failures.
E.1.1.7	The body side doors should be properly closed and effectively secured.

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E.1.2	ROUTINE OVERHAUL- (ROH): All wagons should be given routine overhaul at prescribed interval (Rule 2.4.3.3) at nominated ROH depots where proper facilities are provided. During this routine overhaul the following schedule of work shall be followed.
E.1.2.1	Lift body, keep it on trestles and run out bogies.
E.1.2.2	Strip brake gear levers and rods for examination of worn out / damaged parts. Lower vacuum brake cylinders, overhaul and test. Stencil station code initials and date.
E.1.2.3	Strip springs and spring suspension gear, check springs for free camber and other defects and replace where required. Lubricate pins and stones, and refit.
E.1.2.4	Examine bogie pivot and frame for any welding defects/failures on the lines indicated in RDSO Pamphlet No.R-7 and check bogie frame alignment and examine side bearers, pivot pins, clean and lubricate.
E.1.2.5	Clean brake shaft bearings and lubricate. Refit brake gear levers and rods, lubricate pins and other equipment and apply graphite to horizontal levers of empty / load box. Secure pull rods and levers and fit modified pull rod and equalizing lever where not already provided.
E.1.2.6	Replace worn out brake blocks.
E.1.2.7	Run in bogies and lower body and secure horn gap tie bars by hot riveting.
E.1.2.8	Check dimension ‘A’ of Brake Regulator, secure anchor pin to the nut by welding, if not already done. Check adjustment of Tare Tie Rod of Empty Load Box.
E.1.2.9	Examine draft and buffing gear and attend to defective/worn out parts. Examine CBC unlocking levers and attend to bent/damaged levers. Ensure correct functioning of the un-locking lever by actual manipulation.
E.1.2.9.1	DURING ROH IN SICK LINE:

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*Examine CBC components:*
E.1.2.9.1.1	Knuckle with all gauges.
E.1.2.9.1.2	Draft gear and its parts, defective/inoperative unlocking mechanism should not be permitted on a wagon leaving out of sick line.
E.1.2.9.1.3	Yoke, follower, pins to be ensured intact and correct condition.
E.1.2	Examine CBC coupler casing and knuckle with Contour Gauge.
E.1.2	CBC operating handle/anti creep arrangement
E.1.2.9.1.6	Ensure correct riveting and YSP, PSP to be homed with centre sill.
E.1.2.9.1.7	CBC striker casting and shank wear plate to be removed without fail.
E.1.2.9.1.8	Proper welding procedure to be followed.
E.1.2.9.1.9	All modification to be carried out.
E.1.2.10	Check doors and door operating gear and lubricate
E.1.2.11	Attend to special modifications as ordered from time to time where practicable with nominated ROH depot facilities.
E.1.2.12	Examine floor, roof, side and end panels thoroughly and replace corroded panels in a manner and to an extent that the wagon does not require corrosion repairs till next ROH/POH.
E.1.2.13	Stencil station code initials and date on either side of each bogie in 25 mm letters. This should also be done either side of sole bar on PR plate.
E.1.3	SPECIAL PRECAUTIONS FOR RECTIFICATION OF DEFECTS BY WELDING. The instructions issued by the RDSO in Pamphlet No. R-7 for precautions during welding and the method of examination / repairs of the UIC type trolleys shall be observed in workshops and sick lines. Wherever

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modifications are introduced from time to time for rectifying defects, these shall also be undertaken in workshops and sick lines especially nominated by the Railways for this purpose. Special attention shall be paid to follow the instructions given below during any repairs involving welding.
E.1.3.1	Bogie frame should be completely stripped for purpose of welding and should be so placed that proper down hand welding is possible.
E.1.3	Before putting on the sealing run, welding from the other side should be chipped to ensure that the sealing run is on clean metal. Stitch welds should not be welded over. Proper fusion between stitch and final welds should be ensured.
E.1.3	For welding repairs, extra ductile electrodes should be used to ensure that welding strains are well accommodated by the weld metal itself.
E.1.3.4	Properly trained welders under qualified supervision must do welding.
E.1.3.5	If welding at any of the locations is not cracked, but defects indicated below are noticed, these should be attended in the manner described.
E.1.3.6	Welding should be done under cover in wet weather and dry storage of electrodes should be ensured. Weld discontinuities should be made good. Porous welding should be chipped out and re-welded. Under size welding if sound, should be re-enforced. Weld irregularities, under cuts and craters should be rectified and dressed up as far as practicable. Reinforcements as prescribed in R-7 for the various locations shall be fitted if not already provided.

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E.1.3.7

The locations where welding and other defects are likely
to occur, are indicated below and these must be
examined properly: –
Cracks in sole plate, horn gap stiffener, bearing spring
hanger bracket/bush at the headstock and centre.
Welding failure at trimmer, tie bar and cantilever arms or
trimmer, brake block hanger bracket and transom.
Loose horn cheek or horn cheek packing piece rivets.
Loose bridle bar rivets.

E.1.3.8

After examination and repairs involving welding it shall
be ensured that the bogie alignments at the following
locations are checked by proper type of gauges before
fitting the trolley under the wagon: –
Distortion of spring bracket in vertical direction.
Distortion of spring bracket outer faces in horizontal
direction.
Distance of spring bracket centres from wheel centre.
Distance of wheelbase.
Distance of spring centre diagonally from centre pivot.
Distance of spring centre from side bearer centre.
Distance between centerline of horn cheek and
centerline of spring (Longitudinal).
Perpendicularity of horn cheeks inner faces.
Perpendicularity of horn cheeks outer faces.
Distance between horn cheeks longitudinally.
Distance between horn cheeks transversely (Outer
faces).
Distance between horn cheeks outer faces and spring
bracket outer face.
Distance of side bearer top faces and centre pivot top
face (transversely and coplanarily) of side bearer top
faces (transversely).
Distances between centre of centre pivot and centre of
side bearer.

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E.1.4	INSPECTION AND REPAIRS OF DRAFT GEAR AND CENTRE BUFFER COUPLERS.
E.1.4.1	During POH, instructions issued by the RDSO in their Inspection and Maintenance manual No. G-80 shall be followed to ensure that the draft pads and other components of the assembly are in good condition. The centre buffer coupler components shall be checked by the use of the gauges prescribed for this purpose.
E.1.4.2	Whenever wagons with centre buffer couplers are placed in the sick lines, care shall be exercised to check and repair the components in accordance with RDSO’s instructions in their Inspection and Maintenance manual No. G-76. The dimensions of the coupler components shall be checked by the use of three gauges prescribed for this purpose.
E.1.4.3	While reclaiming or examining coupler body, conditions laid down below shall be observed: – A coupler body with parts broken off and/or missing shall be scrapped. Building up of worn surfaces inside the coupler head such as pulling lugs, buffing shoulders, lock wall, etc. is prohibited. Shank length and depth can be corrected by welding followed by normalizing. Shank wear of 3 mm but not in excess of 10 mm depth into the bottom wall of shank be built up by welding and then normalized. Building up of yoke pin hole is prohibited but the coupler may be used until the yoke pin hole diameter reaches 98 mm. Shanks found bent shall be straightened under a press after heating to 452 degree C, and then allowed to cool in still air. Before use, the coupler body shall be carefully

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examined for cracks that may have developed as a
result of straightening.
Cracks on the coupler body shall be repaired by welding
followed by normalizing. Cracks in the guard arm or
front face shall be welded, provided they do not extend
through the full thickness of the front face.
Coupler body with distorted guard arm shall be restored
either in a press or with light hammer blows, after
heating, care being taken to heat only a small area to
prevent distortion of the opening in the front face of the
coupler. After rectification, the coupler body shall be
normalized and checked by guard arm distortion gauge.

E.1.4.4

While examining the knuckle or its components the
following conditions shall be observed: –
Knuckles exceeding the limits for nose wear and stretch
and those having splits, cracks or complete fracture shall
be condemned. Building up of nose wear of knuckle is
prohibited.
Worn hub, pulling lug and pin protector of the knuckles
shall be built up by welding followed by normalizing and
tempering. Lock engagement surface wear of the
knuckle shall be built up by welding without any
normalizing or tempering later on.
Worn surface on the knuckle lock, which comes in
contact with the knuckle or coupler body only, shall be
built up by welding followed by normalizing and
quenching/tempering.
Knuckle pivot pins having steps or cracks, which have a
diameter less than 40 mm at any point, shall be
condemned. Bent pins shall be reclaimed by heating
and straightening and then allowed to cool in still air and
heat-treated to a hardness of 250 – 305 Brinell.

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Knuckle thrower and lock lift assembly when excessively worn, broken, bent or otherwise distorted shall be condemned and not built by welding. Clevis when worn more than 3 mm shall be condemned and not built up by welding. Clevis pins having steps or cracks or which have a diameter less than 37 mm at any point shall be condemned. Bent pins shall be reclaimed by heating and straightening followed by cooling in still air and heat treated to give a hardness of 250 – 305 Brinell.
E.1.4.5	GENERAL INSTRUCTIONS:
E.1.4.5.1	Inspection and maintenance of CBC of both standard and high tensile CBCs and draft gears during intensive examination, examination in sick line, ROH and during POH should be in accordance with the instructions issued from time to time.
E.1.4.5.2	None of the coupler components should either be painted or lubricated.
E.1.4.5.3	The repair practices for coupler body with shank, knuckles and draft gears to be followed in workshops and maintenance depots shall be according to instructions issued by RDSO in Technical Pamphlet No. G-80 and G-76 respectively. The instructions contained in Technical Pamphlet No. G-80 and G-76 are applicable for high tensile couplers also except for reclamation of coupler body, yoke, knuckle, lock, knuckle pin and yoke pin for which the reclamation procedure is different due to use of higher grade of material and the draft gears which are friction type different from the standard rubber draft gear type HR-40-I. A maintenance manual for high tensile couplers has been issued by M/s. Bhartia which should be followed for the high tensile CBC and draft gear Cardwell Westinghouse design model Mark 50.

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Similar maintenance manual issued by M/s. Burn Standard Co. for their high tensile couplers and draft gear Miner design model RF 361 to be followed. There is no difference between HT CBC manufactured by M/s. Bhartia and M/s. Burn. The only difference is in use of high capacity friction draft gears, which are of different makes.
E.1.4.5.4	Reclamation of worn out nose portion of knuckle shall be prohibited.
E.1.4.5.5	HR-40 draft gear needs to be replaced by high capacity draft gears during POH in workshops. The non-high tensile couplers are not required to be replaced by high tensile couplers during POH unless they are damaged and warrant replacement. (Ref. RB L. No. 84/M (N)/172/3/Vol.I Dt. 5.7.90)
E.1.4.5.6	High capacity draft gears Cardwell Westinghouse Mark 50 and Minar RF 361 can be exchanged on high tensile CBCs as complete assemblies. The followers of the two draft gears are also interchangeable.
E.1.4.5.7	The maximum, drop in the CBC height that can be expected due to spring deflection under gross load, wheel wear, bogie centre pivot wear and wear on the pedestal crown is about 87 mm. To restore CBC height and to bring it with permissible limits on wagons with worn wheels, it would be necessary to interpose height adjusting packings to RDSO’s Maintenance manual G- 95, Clause No.5.12.
E.1.4.5.8	RDSO has standardized the CBC operating handle for each type and stock. This should be implemented during ROH/POH. (Ref. RDSO L.No. MW/BOXN/MAINT, Dt. 16-18/10/2000)

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E.1.4.5.9	Detailed instructions for maintenance for Mark 50 and RF – 361 draft gears are also available in G-80 and are required to be followed during POH.
E.1.4.6	Additional Instructions
E.1.4.6.1	INTENSIVE EXAMINATION: Check and ensure that the knuckles are not worn beyond permissible limits and knuckle pins are properly secured. Check and ensure CBC, yoke and draft gear housing are free from crack/welding failure. Check and ensure that locking mechanism is proper. The gap between bottom of CBC and lock lift is maintained at 25 mm. Check and ensure CBC is not drooping and striker casting wear plate is intact. Check and ensure that operating handle is proper with bearing piece and its safety bracket. Check and ensure that draft gear is not weak. Check and ensure that yoke support plate and back stopper plate rivets have not failed.
E.1.4.6.2	TERMINATING EXAMINATION: Check knuckle for excessive wear. CBC, yoke, draft gear housing for cracks and weak draft gear to be marked sick. Check locking/unlocking arrangement and drooping CBC and damage where necessary. YSP/PSP rivets for failure or damaged. (Rivet failure upto two to be bolted).
E.1.4.7	INSPECTION AND REPAIRS OF DRAFT GEAR TO RDSO SPECIFICATION NO. WD-66-BD-06
E.1.4.7.1	Draft gears to RDSO specification no. WD-66-BD-06 is to be dropped in first and every POH cycle.

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E.1.4.7.2	After dropping, each draft gear should be inspected as per car inspection procedures issued by concerned OEM and to be overhauled/ reconditioned only in case of noticing any defect as listed in AAR field manual Rule no. 21.
E-2	INSTRUCTIONS FOR MAINTENANCE OF BOXN WAGONS AND OTHER STOCK FITTED WITH CASNUB BOGIES AND CBCs.
E.2.1	BOXN wagons and other stock fitted with Casnub 22 (W) and Casnub 22 W (M) bogies and high tensile centre buffer coupler have special design features and the instructions issued by RDSO in their publication No. G- 95, G-70 and G-81, for examination and maintenance of all such stock shall be observed. Important instructions as laid down in this Appendix shall also be followed: –
E.2.2	Examination of trains.
E.2.2.1	At Originating stations. a.) Hand brake to be fully released. b.) Empty load box operating handle to be in correct position in ‘empty’ position when wagon is empty or lightly loaded and in ‘loaded’ position when wagon is loaded beyond 42.5 t. gross. c.) Worn out brake blocks to be changed. d.) All brake rigging pins to be intact and correct. e.) Dimension ‘A’ of brake regulator to be correct. f.) Empty Tie-rod adjustment to be correct. g.) Ensure that the hose coupling for brake pipe (BP) on consecutive wagons are coupled to one another to form a continuous air passage from the locomotive to the rear end of the train. For proper identification BP coupling heads are marked with ’BP’ and painted in green.

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h.) All the cut-off angle cocks of brake pipe except
those at the rear end of the train shall be open.
The handle shall be parallel to the pipe when
cock is in the open position and will be at right
angle when at close position.
i.) Ensure that cut-off angle cocks of brake pipe at
the rear end of train is kept closed.

j.) The BP hose coupling at the rear end of the train
should be placed on its respective hose coupling
support.
k.) Ensure that the isolating cocks on the distributor
valve of all wagons are in open position.
l.) Ensure that pressure gauge of BP is provided in
the brake van.
m.) Ensure that the gauge in Guard’s Compartment
show prescribed pressure.
n.) If the leakage is found to be in excess of
prescribed limit, the leakage shall be rectified.
o.) If there is visible damage to the hosepipe then
change them with new one.
p.) Apply service brake and ensure following
a) The piston stroke should be 85 +/- 10 mm
under empty and 130 +/- 10 mm under load.
ii) The brake blocks of each wagon are mating
the wheels.
q) Release the brake and ensure the following:
i) Piston of brake cylinder is in fully retraced position.
ii) Brake blocks are away from the wheels.
r) Ensure that brake cylinders are operative as
prescribed.
s) Guard should ensure that the Emergency Brake
Valve provided on the brake van is working
properly by operating this valve.

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t) Driver, Guard and Supervisor (C&W) should check the details given in the brake certificate and ensure its compliance. u) Centre Buffer coupler unlocking levers to be in perfect working order. v) Knuckle and knuckle pin to be intact. w) Cartridge Bearing Cap bolts shall be intact and properly secured
x) Coil springs shall be in order as per Clause 5.6 of Technical Pamphlet No. G-95. i) Adapters are intact and are properly seated on bearing units. ii) Wheels to be examined as per rule 3.3.5. iii) All side doors to be properly and effectively secured in closed position.
E.2.2.2	At terminating stations: a) Immediately on arrival of a train cartridge taper Roller bearing axle boxes to be felt on both sides and wagons with excessively warm/hot boxes to be detached for detailed investigations as per RDSO Tech. Pamphlet No. G-81 (Item 6). Note: Investigations into the probable cause of cartridge taper roller bearing failure should only be carried out in Mechanical workshops and detailed report submitted to RDSO on proper form. b) Wheels to be examined for flat places or other defects. Skidded wheels can easily be detected on an approaching train before it comes to a stop. c) Brake Rigging Pins to be inspected for correct size and for proper securing. d) Check the percentage of operative cylinders.

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e) The wagon with brake cylinders found in operative or sticky should be marked sick. f) Check for excess leakage. g) Air brakes to be released fully by pulling the manual release hook/linkage provided on the distributor valve. At full release brake blocks should leave the wheels. h) Damaged angle cocks and air hoses should be attended and sick mark the wagon if necessary. i) Check the piston stroke, which should be within the limits
E.2.3	ROUTINE OVERHAUL (ROH)
E.2.3.1	BOXN, BOXNHS, BOXNHA, BOSTHS, BOXNHL, BOXNEL,BOXNR, BCN, BCNA, BCNAHS,BCNHL, BRN, BRNA, BRNAHS, BRHNEHS, BTPN, BTPGLN, BOY, BOBR, BOBRN, BOBYN, BOXNHA, BOXNCR, BFKN, BLCA/BLCB, BTAP, BTCS, and other stock fitted with Casnub Bogie should be given Routine Overhaul as mentioned in para 2.4.3.3 at nominated ROH depot/ workshops where proper facilities are available.
E.2.3.2	The Routine Overhaul should be worked to the following schedule where applicable:
E.2.4 E.2.4.1	Lifting and Lowering. Disconnect both the Bogies Pull Rods, connecting brake gear of the bogies to the horizontal levers and also the hand brake pull rod. The most suitable place for lifting is in the transverse plane of the wagon containing the bogie centre pivots. In this plane jacks can be applied directly under the side sills. If lifting is

165

to be done by the crane, it would be necessary to
provide proper lifting beam with tackle that would avoid
damage to wagon sides in the process of lifting.

E.2.4.2

a) Lift body, keep it on trestles and run out bogies.
b) Strip Bogie components for examination and repair as
below:-
i) Strip spring and spring suspension arrangement
including snubbing device. Check springs for free
height and other defects and replace where
required.
ii) Ensure bogie frame and check frame alignment
as per instructions contained in RDSO Tech.
Pamphlet No G-95. (Plate 113)
iii) Examine pivots for welding defects/ cracks
abnormal depth due to wear. Replace where
necessary and lubricate with graphite flakes to IS:
495- dry condition.
iv) Examine side bearers as per details mentioned
in relevant drawing and in RDSO Tech. Pamphlet
No. G-95/ other relevant maintenance instructions
issued by RDSO or manufacturers (Plate 106 &
107).
c) Strip brake gear levers and rods for examination of
worn out/ damaged parts.
d) The Air brake equipment shall be given the following
attention/checks in accordance with the Maintenance
Manual issued by different Air Brake Manufacturers:
i) Cleaning of Filter/Strainers.
ii) Lubrication of brake cylinders/cleaning of its
strainer.
iii) Check for easy operation of Isolating Cock for
distributor valve, cut-off angle cock, manual
quick release valve and isolating cock.

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iv) Draining of auxiliary Reservoir and control
reservoirs.
v) Checking of Hose coupling for serviceability.
vi) Cleaning of Strainer and Choke of Check Valve.
vii) Dirt Collectors to be cleaned.
viii) Leakage in pipes and joints to be checked.
ix) After carrying out above mentioned items of
work the wagon shall be tested for proper
functioning of air brake system with single
wagon test rig (Plate 108) in accordance with
the procedure given in G-97.
e) Clean horizontal lever, hand brake, gears and
lubricate.
f) Examine Headstock for damage, bent/cracks.
g) Refit brake gear levers and rods, lubricate pins and
other equipment and apply graphite to horizontal levers
of empty load box.
h) Replace worn out brake blocks.
i) Inspection of adapter should be done as per procedure
given in RDSO Pamphlet No. G-81.
j) Inspection of CBC should be done as per procedure
given in RDSO Pamphlet No. G-70.
k) Visual inspection of cartridge bearings should be
done as per procedure given in RDSO Tech. Pamphlet
No. G-81.
l) The Cartridge Taper Roller Bearings used on Indian
Railways are of ‘No Field Lubrication’ (NFL) type. These
bearings require no maintenance between POH to POH.
The bearings, therefore, should not be opened in the
sick line/ ROH depots.
m) During ROH of BLC wagons, all wheel sets are to be
machined to new tread profile.

n) During train examination, the bearings should be
examined for

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Abnormal noise Running temperature. o) Running temperature up to 38 ºC above ambient may be expected under normal operating conditions. Warmer bearings than other bearings on the wagon should be removed from service for further examination. p) When wagons pass through sick lines for some repairs for tyre turning, the bearings should be subjected to external examination. q) If the bogie is lifted for any reason, the bearing should be rotated by hand and checked for any unusual sound due to raceway damage. Bearings giving unusual sound should be removed from service. r) Before tyre turning, open out the axle end cap and replaced it with a dummy cover. The dummy cover can be made as per RDSO Drg. No. WDIIA-8514/S-I. s) After tyre turning, clean the axle end thoroughly, taking special care to see that no grit or swarf is left. Also check axle end cap screw holes for any grit/ swarf mount the axle end cap and locking plate. Tighten the axle cap screws with torque wrench. The torque specified is 40 kg-m. Bend the tabs of locking plate and finally rotate the bearings, and check the condition of bearing seals and adopter.
E.2.4.3	Additional items required to be done (BTPN Wagons):
E.2.4.3.1	Barrel fittings: Safety Valves: The safety valve shall be subjected to pneumatic test after wagon repairs. The valve adjustment should not be interfered with unless repairs to the valve becomes necessary. In such cases it must be repaired correctly, adjusted and re

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tested at pressure 1.12 kg/cm2 for vapour tightness
and 1.4 kg/cm2 for set pressure. All gasket/ packing
should be changed.
Master Valve:
The master valve should be checked for smooth
operation and leakage.
All damaged / worn out parts, particularly valve seat
shall be changed.
All packing / gaskets shall be changed.
Whenever repairs to master valve and its seating
are undertaken, the valve should be tested in
position under air pressure of 0.35 to 0.56 kg/cm2
(5 to 8 PSI), the tank wagon being filled with water
to a minimum height of 150 cm. The hydraulic test
should be carried out, keeping the bottom
discharge valve and dummy flanges over
discharge pipe open.
Bottom discharge Valve: Maintenance of the valve
should be done as per recommendations of the
manufacturers.
Blank Flange: Gasket below the cover should be
changed. The blank flange should be tested in the
same manner as the Master valve, ensuring that
gasket of specified material has been fitted.
Locking devices: Ensure that all the locking devices
have provision of spring washers, under the nut,
tack welding of nut and welding of split pin has been
provided.
Large nos. of cases of crack has been noticed on the
Anchoring Tee joint and these have been gradually

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progressing in the barrel. These should be attended as per procedure laid down. (Ref. RDSO’s L. No. MW/BTPN, dt. 24.8.98)
E.2.4.3.2	BTCS (Bogie Caustic Soda Tank Wagons)
E.2.4.3.2.1	Barrel and Barrel fittings: The followings works shall be done during ROH. Touching of paint and lettering wherever required. Visual examination of cradle. Dome Fittings: Removal of safety valve, air control valve, vacuum relief valve and liquid control valve from the barrel and replacement of these fittings by new/overhauled and duly certified fittings. The old fittings shall be sent for examination and repairs. Alternatively the same fittings can be overhauled and fitted back on the wagon. During overhauling each fitting shall be de-assembled, the parts cleaned, seating matched and the gaskets/seals replaced followed by testing of the fittings.
E.2.4.3.3	BTPGL/BTPGLN (Bogie Liquefied Petroleum Gas Tank Wagons)
E.2.4.3.3. 1	Tank Barrels and dome fittings: Tank Barrel and dome fittings of BTPGL and BTPGLN wagon shall be given Routine Overhaul (ROH) in accordance with the stipulation of para 7.3 of Tech. Pamphlet No. G-86 (Maintenance manual to 8 wheeler BTPGL/BTPGLN wagon with latest modification)
E.2.4.3.3.2	Under frame and Bogie: ROH of under frame and Bogies of BTPGLN shall be in accordance in para 11.4 of Tech. Pamphlet No. G- 70.

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E.2.4.3.3.3	ROH of under frame and bogie of BTPGL wagon shall be in accordance with para 12.4 of Tech. Pamphlet No. G-86 (Revised).
E.2.5	Periodic Overhaul (POH): Tank barrel and dome fittings: Tank barrel and dome fittings of BTPGL / BTPGLN shall be given POH, testing and repair in accordance with the stipulation at para 7.4 of Tech. Pamphlet No. G-86 with latest amendments.
E.2.6	BOBR / BOBRN: In addition to the normal items required to be attended for air brake system, the following are also required to be ensured.
E.2.6.1	Ensure that wagons fitted with C3W2 DVs are provided with LSD type VN5 & swiveling adapter and KEODV with operative valve B1 and spring buffer F1. (To attach plates as per Tech. Pamphlet No. G-96).
E.2.6.2	Ensure that nuts have been provided between lever of VN5 valve and Swiveling adapter and between Swiveling adapter and fixing bracket on spring plank.
E.2.6.3	Check proper functioning of load sensing device fitted on the bogie. For checking the proper working of LSD in loaded condition press the piston of operating valve by inserting a bar in case of equipment of M/s. Escorts & M/s. Greysham with EST 3 F DV. In case of equipment supplied by M/s. RPIL & M/s. Greysham with C 3 W 2 valves, the swiveling adapter may be disconnected from the spring plank and operate the valve manually to stimulate loaded condition of wagons & observe higher brake cylinder pressure.
E.2.6.4	Ensure that tack welding of nut with bolt have been done for the load sensing device after the fitment

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E.2.6.5	Ensure that all modifications circulated by RDSO from time to time have been carried out in the brake system.
E.2.6.6	After carried out above mentioned works, the wagon shall be tested with single wagon test rig to check proper functioning of air brake system as per proforma.
E.2.7	POH: (BOBR/BOBRN & other stock fitted with air brake system): During POH of the wagon, air brake equipment shall be given the following attention / checks in accordance with the procedure given in the maintenance manual issued by different air brake manufacturers.
E.2.7.1	Remove DV along with pipe bracket, brake cylinder, cut off angle cock, dirt collector, auxiliary reservoir, control reservoir and load sensing device from wagons and overhaul
E.2.7.2	All items recommended to be procured in the form of Pan Kit circulated by RDSO shall be replaced.
E.2.7.3	After overhauling, the DV shall be tested on the DV test bench, other components shall also be tested in accordance with the supplied recommendation.
E.2.7.4	Check hose coupling assembly and flexible hose for damages and replace the hose and test.
E.2.7.5	Replace gasket of hose coupling (MU Washer)
E.2.7.6	Strip the pipes and pipe fittings and replace damaged pipes
E.2.7.7	Replace all the gaskets of pipe fittings.
E.2.7.8	Carry out all modification in the brake system circulated by RDSO from time to time. After the air brake equipment is fitted, the wagon should be tested with single wagon test rig to check proper functioning of air brake system as per proforma.
E-3	INSTRUCTIONS FOR MAINTENANCE OF TANK WAGONS (NON PRESSURE VESSELS)

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E.3.1	Routine overhaul schedules (ROH) should be given to the tank wagons fitted with roller bearings after prescribed interval at properly equipped major sick lines to the following schedule: –
E.3.1.1	All brake gear levers, pull rods be dropped and checked. Repair/replacements required be carried out.
E.3.1.2	Lower vacuum cylinders, overhaul and test.
E.3.1.3	Examine brake rigging, clean and lubricate.
E.3.1.4	Check springs for free camber and for other defects.
E.3.1.5	Examine shackle plates for wear and replace where required.
E.3.1.6	Examine scroll iron and attend to its loose/ missing rivets.
E.3.1.7	Check axle guards and its alignments.
E.3.1.8	Check horn cheeks and its rivets.
E.3.1.9	Examine Centre Buffer Coupler, Draft and Buffing gears and attend to defective / worn out parts as indicated in Technical Pamphlet No. G-80 or G-76 issued by RDSO whichever is applicable.
E.3.1.10	Examine CBC uncoupling lever for its proper functioning by actual manipulations.
E.3.1.11	Ensure that wagon is equipped with all the manhole fittings, master valve, bottom discharge valve and safety valve (if provided). The deficient fitting shall be made good and correct functioning of these fittings ensured.
E.3.1.12	Touch up paints and lettering where necessary.
E.3.1.13	Stencil ROH station code, date in 25 mm letters on either side of body side at sole bar level.
E-4	INSTRUCTION FOR MAINTENANCE OF TANK WAGONS PRESSURE VESSELS.
E.4.1	LPG Tank wagon type BTPGL/BTPGLN as per RDSO Maintenance manual No.G-86 (Rev.1 ).

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E.4.1.1	Sick marking of Tank wagon by Train Examination staff: The wagons shall be marked sick in case of the following: –
E.4.1.1.1	The under frame, brake gear, running gear, draft and buffing gear, etc. not in compliance with the requirements detailed in Chapter – II and Chapter – IV.
E.4.1.1.2	The barrel is corroded, dented / damaged and the paint having lost its reflective characteristics, where the condition so warrants.
E.4.1.1.3	Wagons overdue POH/ROH.
E.4.1.1.4	Diaphragm plate studs/bolts loose or deficient.
E.4.1.1.5	Any sign of leakage from dome fittings.
E.4.1.1.6	Damage to barrel fittings i.e., platform, ladder, cradle, dome cover etc.
E.4.1.2	Procedure for Loading: Before loading operation, an authorized representative of the loading company shall issue certificate to the Terminal Authority after necessary check-up in respect of the following: – The wagon shall be visually examined by the representative of the loading company to ensure that: POH/ROH of the wagons are not overdue. There is no physical damage to the barrel. The liquid and vapour education valves, sampling valve, magnetic gauging device are complete in fittings and are in perfect working order and that there is no evidence of leakage. There is no physical damage to the safety valve and thermometer well.

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E.4.1.3	C & W Examination before offering the wagons for loading: Before offering the wagon for loading, C & W Supervisor shall examine the wagons particularly in respect of the items enumerated in para F.4.1.1. Only the wagons that are found fit shall be offered for loading.
E.4.1.4 E.4.1.4.1	OVERHAULING AND TESTING: LPG tank wagon such as BTPGL/BTPGLN shall be periodically overhauled as per the prescribed maintenance schedules.
E.4.1.4.2	The ROH shall be carried out in the nominated maintenance depots while the POH shall be carried out in mechanical workshops fully equipped for undertaking repairs of Class-I pressure vessels.
E.4.1.5	ROUTINE OVERHAUL (ROH): The ROH shall consist of the following examination, repairs / replacements and tests:
E.4.1.5.1	Surface cleaning and repainting of barrel.
E.4.1.5.2	Visual examination of cradle.
E.4.1.5.3	Dome fittings. Removal of safety valve, eduction valves, sampling valve from tank wagons and replacement of these fittings by new/repaired or fully certified fittings. The fittings taken out shall be sent for examination and repair as detailed in relevant paragraphs. Dismantling, cleaning and examination of excess flow check valve and its replacement if necessary. The working of the valve shall thereafter be checked. All dome fittings after repair shall be certified by an Independent agency / Third party.
E.4.1.5.4	Under frame and Bogie:

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E.4.1.5.4.1	ROH of Under frame and Bogie of BTPGL wagons shall be in accordance with Technical Pamphlet No.G-86 latest version.
E.4.1.5.4.2	ROH of Under frame and Bogie of BTPGLN wagons shall be in accordance with Technical Pamphlet No.G- 70.
E.4.1.6	PERIODICAL OVERHAUL (POH) (BTPGL/BTPGLN): In addition to the attention required during ROH, the POH shall consist of following examination and test with repairs wherever necessary.
E.4.1.6.1	Barrel: Removal of sludge. Cleaning of inside plate of barrel. Inspection of cracks and damage etc., of the barrel. Measurement of barrel thickness. Repair of barrel as considered necessary followed by heat treatment and radiography. Hydraulic testing and the certification by an independent agency / third party.
E.4.1.6.2	Cleaning and sound test of cradle rivets at the time of hydraulic testing.
E.4.1.6.3	Examination of under frame members, bogies, buffing and draw gear and vacuum brake/ air brake etc. as per standard practice in vogue for bogie wagons such as BOX & BOXN, etc.
E.4.1.6.4	Painting of barrel and under frame.
E.4.1.6.5	Dome Fittings: – Body test of the eduction valves. Removal of float from guide tube of magnetic level gauge and change of synthetic fittings of float and body.
E.4.1.7	CLEANING, EXAMINATION, REPAIR AND TESTING / INSPECTION OF TANK BARREL:
E.4.1.7.1	CLEANING AND EXAMINATION:

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No person shall be allowed to enter the tank barrel for
internal examination / repairs till it is ensured that the
barrel is free from LPG fumes and necessary facilities of
light and fresh air is provided.
All fire hazard precautions should be taken around the
premises where these tanks are being examined.
Lighted lanterns and lighted matches should not be used
for interior examination.
Smoking in and around the area should be strictly
prohibited.
Any metal tool, which is liable to create sparks, should
be avoided.
Note: Non Sparking Hand Tools are fabricated from
alloys of Beryllium-copper, Aluminum-Bronze and
Brass. The use of Non-sparking Tools should never be
made a Pretext for neglecting to remove a flammable
atmosphere before the work is carried out. Hand Tools
made out of Non Metallic Materials e.g. Wood are likely
to be safer than Tools made from Metals.
To ensure that all LPG has been emptied, open the
sampling cock and let the entire gas residue leak out.
Thereafter all the three eduction valves should be
opened.
Remove the manhole cover along with fittings and
leave the tank exposed for at least 24 hours. The
fittings should be stored in a clean and safe place.

E.4.1.7.2

METHOD OF DE-GASSING.
Before undertaking the overhauling and repair to the
LPG wagons, the barrel shall be made completely free
from LPG gas. For degassing the barrel, following
sequence shall be followed:
(i) Sampling valve should be opened and vapours
allowed to escape fully.

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(ii) The Plugs of liquid and vapor eduction valves
be un-screwed and then valve opened.
(iii) The following method be adopted to make the
barrel free from LPG.
Fill the barrel completely with water and allow
to overflow for an hour. Pump out the water
after 24 hours.
(iv) The following alternate method by stem
process be adopted to make the barrel free
from LPG
(a) Depressurize the barrel by venting to
atmosphere.
(b) Connect the steam hose to liquid eduction
valve and steam is charged into the barrel
at 3.2 kg/cm2 and 145 º C temperatures
with one vapour eduction valve open.
(c) Steam is charged for 12 hours and venting
of steam is done alternatively from each
vapour eduction valve for 6 hours by
swapping the hose connection.
(d) After 12 hours of steam purging, steam
induction to the barrel is stopped and both
vapour eduction valve are opened and tank
barrel allowed to cool.
(e) For about 12 hours cooling, sample is
collected from barrel through sampling
valve for analysis of hydrocarbon and
oxygen.
(f) If the hydrocarbon % is NIL and oxygen %
is minimum 19.5%, the wagon is declared
degassed.
(g) If the laboratory result shows hydrocarbon
% and oxygen % not within limit, the

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process of steam purging is continued until
the result is within limit.
(h) Now, % of hydrocarbon and % of oxygen
shall be recorded as per proforma shown
below for the last cycle only.
Ensure complete absence of hydrocarbon
on inside of the barrel by means of
Explosimeter.
(i) The safety standards stipulated in OSID
standard 112 on “Safe handling Air
Hydrocarbon mixtures and Pyrophoric
substances” shall be ensured.
(v) Remove the manhole cover; in no case the
heating of studs/bolts shall be adopted to open
them. If necessary, rust remover solution may
be used.
(vi) Ensure the complete absence of vapour inside
the barrel.

E.4.1.7.3

Water removal after hydraulic test.
After hydraulic test of the barrel, the dome assembly
shall be taken out from the barrel. The water collected
inside shall be taken out by syphoning or suction. The
remaining quantity of water, if any, shall be removed
manually. The traces of water are removed by means
of clean cloth or cotton waste and surface is allowed to
dry out completely.
The diaphragm with dome fittings shall then be re
assembled.
Outside and inside barrel surfaces shall then be
examined for any sign of injury. The extent of corrosion
shall be checked by measuring the thickness of the
barrel at the various locations. Barrels having thickness

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of 12.5 mm or less for cylindrical portions and 14mm or less for dished ends at any location shall be withdrawn from service for BTPGL/BTPGLN wagons. This should be done by competent authority for inspection of pressure vessels. All the piping arrangement and valves below the manhole cover plate be also cleaned and examined for any damage or excessive corrosion. Any excessively corroded pipe / component may be replaced. In case, Lamination defects is noticed during normal examination being conducted during POH/ROH, the same shall be permitted if found within acceptance limit specified in ASTMA 435/ ASTMA 578 level-I after complete plate has been scanned as per either of the above referred ASTM standards. Such locations shall be checked for thickness from both sides of the plate and the total thickness shall be within limit as specified in para F.4.1.7.3 (iii). Such locations shall be indicated by red colour paint for future reference and should be checked during every POH/ROH.
E.4.1.7.4	REPAIR OF TANK BARREL: Refer Maintenance Manual for BTPGL/BTPGLN Tank wagons G-86 (Rev.I).
E.4.1.7.5	TESTING AND INSPECTION OF BARREL. Refer Maintenance Manual for BTPGL/BTPGLN Tank wagons G-86 (Rev.I).
E.4.1.8	MAINTENANCE AND OPERATION OF VALVES AND GAUGES.
E.4.1.8.1	The valves and gauges used in BTPGL/BTPGLN wagons have been imported from M/s. Midland Manufacturing Corporation USA. RDSO has also

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provisionally approved M/s Chandra Engineering & Mechanical Pvt Ltd Mumbai and M/s Arieckal Industries Mumbai for supply of dome fittings of LPG Tank wagons. These fittings should be replaced preferably by RDSO approved indigenous brand or by original brand.
E.4.1.8.2	A brief description of the valves and gauges are given in the following paragraphs:
E.4.1.9	Maintenance and Operation of Safety Valve.
E.4.1.9.1	The Safety Valve has the following characteristics: – (Plate No. 97) Pressure setting. 15.85 Kg/Cm2. Discharge Capacity 10.3 Cum/sec 21800 CFM (Air) The diagram and list of components is shown in Plate 97.
E.4.1.9.2	For proper maintenance of the valve, the following instructions should be followed: At the time of ROH of the barrel, i.e. after every Two Years the following instructions shall be followed: Remove the complete safety valve from the manhole cover plate and dismantle the components. Remove all the rust and dirt from the components and inspect them for any damage/excessive corrosion, damage/ excessively worn out components shall be replaced. The seats of ‘O’ rings as also the mating surfaces of the stem and body shall be cleaned thoroughly. Replace the components made out of rubber by new ones and re-assemble. Set the valve to the specified pressure and test with air or gas as indicated in para E 4.1.9.3 below.

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While assembling/dismantling, it is advisable to bring pressure to bear on the follower item No. 6 of Plate 97 further compressing the spring to relieve pressure on the nuts and hold the square portion of the stem. This will avoid galling the stem and nuts. While setting the springs, do not permit the stem to rotate as this may cause the seat to be scored.
E.4.1.9.3	Post attention Testing after POH/ROH The safety valve must be tested with air or gas and should meet the following requirements: –
Start to discharge pressure at = 15.85 kg/cm2 (225 p.s.i) Tolerance allowed = 0.5 kg/cm2 (6.75 p.s.i) (Start to discharge pressure: is the pressure measured at the valve inlet, at which there is a measurable lift or at which discharge becomes continuous as determined by seeing, feeling or hearing)
And after closing should be vapour tight at 12.7 kg/cm2 (180 p.s.i) (Vapour tight: is the pressure measured at the valve inlet after closing and no further fluid flow is detected at the downstream side of the seat) Complete the assembly by providing the retainer with ‘O’ rings/washer, and top guide. Operate the valve to check the proper functioning and then provide the seals bearing station code.
E.4.1.10	Maintenance and operation of Liquid and Gas Eduction Valves.
E.4.1.10.1.	Three such valves are used in each tank car. Two are for liquid loading and unloading and one for gas/ vapour. As these valves are extensively used, maximum

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attention should be paid to their maintenance and upkeep. The following attention shall be given. At the time of ‘ROH’ i.e. after two years: Every Two Years i.e. on each ROH Valve taken out as unit may be dismantled, all the Components thoroughly examined, Rubber fittings and Teflon Items are replaced by New ones and refitted. Acme threads in the Stem & Valve Body and Valve Seat require special attention. Conduct seat test at a pressure of 15.85 Kg/cm2 (225 PSI). At the time of POH i.e. after Four Years: Apart from the attention required during ROH the valve is required to be hydraulically tested along with the barrel i.e. after every four years. Hydraulic pressure be applied once with valve closed and next with valve open but plug in position. These two conditions stimulate both the seat and body test for the valve.
E.4.1.11.	Maintenance of Excess Flow check valves.
E.4.1.11.1	During ROH i.e. after two years. (i) Open the plug (item 5 of Plate 98) (ii) Take out the float (item 1 of Plate 98) (iii) Clean the plug and float to remove rust and dust. (iv) Clean the pressure balancing narrow hole / slot at the top of the shank of the float, taking care that dimensions of the hole / slot do not get changed. (v) Examine the mating surfaces of the float and plug and color match them. (vi) Replace the respective components if: Excessive corrosion to plug or float is noticed.

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Thread or mating surfaces of plug and float are damaged.
E.4.1.11.2	During POH i.e. after four years. Carry out instructions as given from (i) to (vi) under ROH. Replace the float if its weight is found less than 1750 gm as the reduction in weight may lead to frequent closure of the valve. The clearance between float and body shall be checked. If the clearance exceeds 3 mm, the components shall be suitably replaced so as to restore the required clearance.
E.4.1.12	Maintenance and Operation of Magnetic Level Gauge (Plate 99)
E.4.1.12.1	The purpose of this gauge is to indicate the level of liquid inside the barrel. This is to facilitate the loading / unloading of liquid so as to avoid over / under loading. The level indicated is image (i.e. level from the bottom of tank). The general construction of the gauge and list of components is shown at Plate 99. It consists of a stainless steel float which slides over a stainless steel tube welded to the inside of manhole cover plate. If there is no liquid, the float will sit at the bottom position by its own weight and when the liquid is filled, due to buoyance the float will rise with the liquid level. A permanent magnet in the float (item 15) engages with another permanent magnet (item 14) which is fixed to gauge rod (item 2). As both the magnets have opposite poles, they attract each other and with the movement of the float upward or downward the gauging rod will also

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slide up and down. As the rod is graduated it will directly show the level of the liquid in the barrel inside. The following is the method of operation while emptying / loading the barrel.
E.4.1.12.2	Loading (See Plate 99). Unscrew the nut (cover) (item 1) Lift the gauge rod (item 2). If the magnets are engaged it will require some force to lift and this means it is in working order. The marking on the gauge should be calibrated from the bottom. When the level inside the barrel rises the rod will lift up. The level from the bottom of tank is indicated on the rod and can be read directly. When the tank is filled to its capacity, the item 2, the gauging rod is pushed down and the item 1 the cover is screwed to its position as shown in Plate 99.
E.4.1.12.3	Emptying (see Plate 99) Unscrew the nut (cover) (item 1) Lift the gauge rod (Item 2) till its magnet engages with float magnet. Hold the rod in that position and read the level on the rod. It is the top most level of the liquid inside the barrel. When the liquid is being emptied the float will slide down along with the rod, the level can be noted on the rod.
If there is leakage from any part of the gauge that means damage to float guide pipe (Item 6) or to its attachment with manhole cover. If there is leakage from the joint between the gauge and manhole cover tighten the nuts, this may stop the leakage and if it still continues, the gasket might have been damaged, it should be changed.

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Care should be taken that plastic rod is not unduly bent otherwise it will not properly slide down or up.
E.4.1.12.4	Inspection and maintenance. At the time of POH i.e. after four years the device shall be inspected and attended as given below: – Spherical Float (Item 3 of Plate 99) if damaged/punctured shall be repaired or replaced. Gauging rod (Item 2 of Plate 99) shall be repaired / replaced if: – Permanent magnet on it is not active.
It is bent or its markings have become illegible. The tube (Item 6) if not square to diaphragm plate shall be re-welded to it, it shall be replaced if found nicked or damaged. The top and bottom springs if found broken shall be replaced. As a final check the float should be moved up and down on the gauge tube with gauge rod inserted in the tube and sees that magnet is working and is free to travel the maximum distance without coming into contact with any structural elements. The Welded Joint between the Float Guide Tube and the Diaphragm Plate should be checked for surface cracks using Dye Penetrant Test in case of crack it should be re-welded.
Precautions. The lowering or taking out of the manhole cover plate alongwith fittings shall be done with great care under

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proper supervision to make sure that the float does not get hit and damaged. The magnet in the rod and the float sphere shall be properly protected when the device is taken out for repair so that the metal fittings etc. do not get attached to the magnets.
E.4.1.13	Maintenance and Operating of Sampler Valve (Plate 100)
E.4.1.13.1	The purposes of this valve is as follows: – To facilitate obtaining a sample of the liquid to evaluate its quality, and To find out if there is still any liquid left in the tank.
E.4.1.13.2	For taking a sample, remove the plug (Item 3 of Plate 100) and screw in the test tube in its place. Open the valve by operating the handle (Item 6 of Plate 100
E.4.1.13.3	For finding if there is any liquid left in tank, open the valve, if there is any liquid it will ooze out from the opening, otherwise only gas will come out.
E.4.1.13.4	Maintenance: During ROH i.e. after 2 years valve removed from tank wagons as unit shall be dismantled. The ‘O’ rings on stem (Item 5 of Plate 100) and Teflon seat (Item 7 & 8 of Plate 100) shall be replaced. If threads on stem / body are damaged, the components shall be replaced.
E.4.1.13.5	Flow Check Valve for Sampler Valve (Plate 101) This is a safety appliance to check any excess flow from sampler valve. If valve is found inoperative it shall be replaced during POH.
E.4.1.14	Facilities required for ROH/POH. Covered shed. The area should be isolated, fire free zone and fitted with spark-free special electric lights. Adequate water storage and pumping arrangement.

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Pneumatic testing arrangement at 15.85 kg/cm2 (225 PSI) for LPG and hydraulic testing arrangement at 23.77 kg.cm2 (337 PSI). Adequate stands for attending to diaphragm plate fitted with pipes and dome fittings. Wooden bench for repair of valves with adequate wooden stands for the valves. Gantry for attending to dome fittings, with 1 tonne overhead hoist. Valve test rig.
E.4.1.15	Stencil the ROH station code, and date in 25-mm letters on either side of body at sole bar level.
E.4.2	SICK MARKING OF TANK WAGON BY TRAIN EXAMINATION STAFF: As laid down in rule E.4.1.1
E.4.2.1.	PROCEDURE OF LOADING:
E.4.2.1.1	JE (C&W) Examination before offering the wagons for loading.
E.4.2.1.2	Visual Examination of wagons. Before loading, the wagons shall be visually examined by the representative of the Fertilizer Company concerned to ensure that: – POH and ROH of under frame and / or barrel and yearly examination of gasket and rings of dome fittings are not over due. There is no physical damage to the barrel and that the surface is free from rust and deep pitting. The paint on the barrel is in good condition and has not lost its reflecting characteristics.
E.4.2.1.3	The tank wagons to be loaded shall not be located under or near any electrical wire and the wagons shall be suitably earthen before commencement of loading.

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E.4.2.1.4	The tank to be loaded shall be placed in position, preferably under shade and secured properly against any movement. The hand brake must be put on and hand brake lever secured in ‘On’ position.
E.4.2.1.5	The points leading to the track/line on which the tank is to be loaded shall be set and pad locked so as to isolate it from other track/lines.
E.4.2.1.6	If loading is to be done at the end of a long siding, the site must be protected properly by a scotch block etc. to prevent any wagon dashing against the tank wagons. It must also be ensured that shunting is not permitted on that line when loading is done.
E.4.2.1.7	Caution signs must also be exhibited at a suitable distance away from tanks on the approach end or both ends as applicable.
E.4.2.1.8	The tank shall be loaded under supervision of a responsible person of the concerned Fertilizer Plant and all precautions shall be taken by him to see that the persons engaged in filling are properly protected against ammonia contaminated atmosphere. A list of precautionary measures required to be taken by the staff shall be exhibited at a conspicuous place near the loading site. Further the tanks must be continuously attended by the operators throughout the entire period of filling operations.
E.4.2.1.9	Before starting the loading operation an authorized representative of the Fertilizer Company shall issue a certificate to the Terminal Authority after necessary check-up in respect of the following: – The requirements under sub-para 4.2.1.2 have been complied with.

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The liquid and vapour eduction valves, sampling valve & magnetic gauging device are complete in fittings and are in perfect working order and that there is no evidence of leakage. That there is no physical damage to the safety valve and thermometer well.
E.4.2.1.10	The loading connections must be securely attached to the pipelines before the eduction valves are opened.
E.4.2.1.11	The loading of the tank wagons shall be done through the liquid eduction valves, which have pipes leading to the bottom of the tank. The vapor eduction valve is connected to the storage stem of Ammonia Plant. Good operating condition of these valves should be ensured before commencement of loading operation.
E.4.2.1.12	Loading shall be done preferably by using both the liquid eduction valves, as use of only one valve may lead to an increased rate of flow of liquid necessitating frequent closing of excess flow check valves provided between the manhole cover plate and the liquid eduction pipe.
E.4.2.1.13	Before opening the eduction valves for loading, it is to be ensured that the connections to the pipelines are securely attached.
E.4.2.1.14	If due to some reasons, it is necessary to discontinue the loading operation, all the loading connections and all the valves should be tightly closed.
E.4.2.1.15	For checking the leakage through manhole fittings and their joints, the wagon should be loaded with about one tonne of liquid ammonia. Further loading should only by continued if no evidence of leakage is noticed.

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E.4.2.1.16	At the time of sealing the dome cover it should be finally ensured that there is no sign of any leakage and the outlet plugs of the eduction valves are screwed in position.
E.4.2.1.17	The caution signs may then be removed and pad locks on the points opened to enable to tank wagons to be taken out for attaching to the train.
E.4.2.1.18	The Terminal Authority of the Fertilizer Plant should issue necessary certificate to the Railways {JE (C&W)} before offering the loaded wagons for movement in respect of following: – The requirements laid down in sub-para 4.2.1.2 have been met with. There is no evidence of leakage at any location. The eduction and sampler valves are fully closed and outlets plugged. The covers of magnetic gauging device and thermometer well are properly screwed.
E.4.2.1.19 E.4.2.1.20	The C&W supervisor shall examine the loaded wagons to ensure that the requirements laid down in para No.E.4.2.1 have been complied with. Procedure of unloading shall be follow as laid down in G-79.
E.4.2.2	PRECAUTIONS DURING LOADING AND UNLOADING
E.4.2.2.1	The loading/unloading shall be done in well-protected place away from any source of spark, naked light etc.
E.4.2.2.2	No person shall smoke or take a naked light, matches or other articles of inflammable/explosive nature near empty or loaded tank wagon.

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E.4.2.2.3	These tank wagons shall not be used for loading any other liquefied gas or commodity.
E.4.2.2.4	Care must be taken to avoid spillage of Ammonia over the tank as this also causes sudden chilling.
E.4.2.2.5	The tank shall not be loaded beyond its marked carrying capacity under any circumstances. The filling valves should be closed as soon as the magnetic liquid gauge shows the requisite level or weighbridge shows the limiting load.
E.4.2.2	If the valves are hard to operate, undue force should not be used to open them.
E.4.2.2	Tank barrel must not be heated under any circumstances.
E.4.2.2.8	There shall be adequate water stored at convenient place at loading/unloading point and arrangement of spraying shall be provided.
E.4.2.3	OVERHAULING AND TESTING BTAL/BTALN shall be periodically overhauled as per following maintenance schedules. 1. Trip examination 2. Yearly schedule 3. ROH as prescribed in chapter-II of IRCA Pt.III. 4. POH as prescribed in chapter-II of IRCA Pt.III The yearly schedule and ROH shall be carried out in the nominated maintenance depots while POH shall be carried out in mechanical workshop fully equipped for undertaking repairs of CL.1 special vessels.
E.4.2.4	ROUTINE OVERHAUL (ROH): BTAL/BTALN:

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During ROH the following examination/repairs/replacements and tests should be carried out.
E.4.2.4.1	Barrels: –
Surface cleaning and repainting of barrel. Visual examination of cradle. Dome fittings. Removal of safety valve, eduction valves, sampling valve from tank wagons and replacement of these fittings by new/ repaired and duly certified fittings. The fittings taken out shall be sent for examination and repair as detailed in relevant paragraphs of G-79. Dismantling cleaning and examination of excess flow check valve and its replacement if necessary. The working of the valve shall thereafter be checked. Attend to special modifications as ordered from time to time where practicable with sick line facilities. Touch up paint and lettering where necessary.
E.4.2.4.2	Under frame & Bogies: Lifting and lowering of under frame and bogies shall be carried out in accordance with procedure laid down in Rule E 1.3.
E.4.2.5	PERIODICAL OVER HAULING As laid down in rule E.4.1.6
E.4.2.6	CLEANING, EXAMINATION, REPAIR AND TESTING/ INSPECTION OF TANK BARREL.
E.4.2.6.1	Cleaning and Examination

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E.4.2.6.1.1	No person shall be allowed to operate valves of an empty tank or enter the tank barrel for internal examination /repairs, till it is ensured that the barrel is free from ammonia fumes and necessary facilities of light and fresh air are provided.
E.4.2.6.1.2	Ammonia is poisonous and irritating to the mucous membrane of the respiratory system. Therefore, before internal inspection of the barrel is allowed, it must be steam cleaned to make sure that ammonia gas fumes are not present in the barrel.
E.4.2.6.1.3	Tanks requiring steam cleaning shall be placed as near the steam supply line as possible and protected against any movement. The berthing siding should be completely isolated from all other traffic.
E.4.2.6.1.4	The steam cleaning of tank barrel shall be carried out in the following order: –
E.4.2.6.1.4. 1	Open gas valve gradually to allow ammonia gas to escape to atmosphere. When barrel is free from ammonia gas, which will be indicated by the pressure gauge, remove manhole cover together with manhole housing, valves, dip pipes etc., and leave the tank exposed for 24 hours. The person(s) employed for this job shall be suitably equipped with gas mask(s) for protection against inhalation of poisonous gas.
E.4.2.6.1.4. 2	Entry of staff in the tank barrel shall be strictly prohibited and signs with suitable legends displayed at a reasonable distance away from the tank(s) to be steam cleaned.
E.4.2.6.1.4. 3	Insert steam pipe through the manhole and steam interior of the barrel for 12 hours. In order that the tank barrel is thoroughly steamed from inside, steam pipe

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may be provided with a T connection at its lower end and so adjusted as to blow steam towards both ends.
E.4.2.6.1.4. 4	Remove condensed steam collected in the tank barrel and keep it exposed for 24 hours.
E.4.2.6.1.4. 5	Fill tank barrel with water and take specimen of the same in a clean glass bottle. Since ammonia is readily soluble in water specimen of water taken out should be tested for any trace of ammonia, with indicator or red litmus paper. Any trace of ammonia in water would turn red litmus blue. Another very sensitive method known as Nessler’s test may be applied to find out if the specimen of water contains any traces of ammonia. In this test a reagent used is a solution of potassium mercuric iodide with potassium hydroxide. This reagent given a brown colouration when mixed with the specimen of water containing even a minute trace of ammonia. In case of dilution empty out tank barrel and refill with fresh water. This process may be repeated till the tank barrel is free from ammonia traces completely.
E.4.2.6.1. 4.6	After ascertaining that there is no trace of ammonia in the barrel, water should be discharged and also ensure that barrel is completely dry.
E.4.2.6.1.4. 7	When a person enters tank barrel for inspection or repairs, compressed air may be blown inside the barrel by lowering a hose through the manhole.
E.4.2.6	Outside and inside barrel surface shall then be examined for any sign of injury. The extent of corrosion shall be checked by measuring the thickness of barrel at various locations. Barrels having thickness of 20mm or less for cylindrical portion and 22 mm or less for dished ends at any location shall be withdrawn from service.

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This should be done by an authority competent for inspection of pressure vessels.
E.4.2.6.1	All the piping arrangement and valves below the manhole cover plate be also cleaned and examined for any damage or excessive corrosion. Any excessively corroded/damaged pipe or components shall be replaced.
E.4.2.6.2	Repair of the Tank Barrel (BTAL/BTALN)
E.4.2.6.2.1	If after examination some damages to the barrel are detected, these are required to be repaired in a fully equipped Mechanical workshop having facilities for manufacture of Class I Pressure Vessels. Following points be followed while repairing the vessel:
E.4.2.6.2.1. 1	The material for repairs must comply with the material specification of the original tank material or equivalent. Materials of Barrels: Fine grain steel having low temperature impact. Properties at (-) 50 deg. centigrade to BS: 1501-224 Gr.32A LT 50 or ASTM A-516 Gr.70
E.4.2.6.2.1. 2	The fractures may be repaired by one of the following methods: – By preparation and welding of fractures. An exterior or interior patch may be applied over repaired area, if considered necessary. By removal of the defective area and application of a welded insert. When fractures are to be welded each end of the crack must be drilled and chipped out. Diameter of drilled hole should be at least half of the plate thickness. If fracture is not drilled, chipped groove shall continue at least 25mm beyond each end of crack and must be tapered towards the plate surface to

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provide sound weld metal and homogeneous base metal. The metal must be chipped/flame gauged along the fracture on one side of tank to form a welding groove and welded. After welding groove must be back chipped or flame gauged from the opposite side to form a groove deep enough to complete weld metal penetration into the weld of the first side. Finished welds be ground flush on both sides. Prior to welding, the surfaces must be cleaned of all oil, grease, scale, rust or any other foreign material.
E.4.2.6.2.1. 3	A fracture not exceeding 75mm in length may be repaired by fusion welding without any post weld heat treatment except when the fracture is in the knuckle radius of a head, in which case it must be post weld heat treated.
E.4.2.6.2.1. 4	Reinforcements may be applied to areas where fractures have occurred. However, fracture must first be repaired by welding, must be radio graphed and then reinforcement applied by welding to the interior or exterior of the tank. Such re-enforcement must be of a thickness at least equal to the original tank plate. The area may be locally post weld heat-treated.
E.4.2.6.2.1. 5	Random pits when detected may be chipped or ground to sound metal and welded then ground flush to original shell thickness. Post weld heat treatment or radiography is not required. Where pits are closely grouped and are deep enough to affect the strength of metal, the affected area must preferably be removed and an insert applied and locally post weld heat-treated.
E.4.2.6.2.1. 6	Scores not exceeding 5mm in depth and 10mm wide may be repaired by fusion welding and surface ground flush. For such scores, post weld heat treatment is not

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required provided the length of score does not exceed 600mm and the scores are separated by at least 6 time the thickness of shell. Scores in excess of the above limitations may be repaired by fusion welding by post weld heat treatment must be applied.
E.4.2.6.2.1. 7	Insert whenever applied must have a double welded butt joint with 25mm minimum corner radius. Entire length of butt weld should be radio graphed to ascertain the soundness of the butt joint.
E.4.2.6.2.1. 8	In the repair of barrel involving welding, the procedure of welding, welding qualifications and welder’s performance qualifications as given in IS: 2825 shall generally be followed as applicable.
E.4.2.6.2.1. 9	Butt welds in the repair of barrel if any, shall be examined throughout their length by radiography. The standard followed shall be same as for welds of new manufacture.
E.4.2.6.2.1. 10	The post weld heat treatment after repair welding shall be in accordance with the stipulation of IS: 2825.
E.4.2.6.2.1. 11	Local post weld heat treatment by manually held gas torch method or any alternative method approved by Engineers may be employed for welds limited in length upto 915mm or insert welds not exceeding 1525mm in perimeter. The temperature must be controlled so as to provide protection to adjacent metal to prevent a harmful temperature gradient.
E.4.2.6.2.1. 12	There is no need of post weld heat treatment if: – a) Weld length does not exceed 75mm.

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b) Intermittent fillet welds not exceeding 75mm in length and 6mm in throat thickness and total length per attachment not exceeding 300mm.
E.4.2.6.2.1. 13	All the repairs to the barrel must meet the requirements of IS: 2825 and should be done under the guidance of a reputed Inspecting Agency.
E.4.2.6.3	Testing and Inspection of Barrel
E.4.2.6.3.1	Hydrostatic Testing of barrel should be carried out. a) After any repair to the barrel. b) At the time of POH. The details of testing are as follows: – The test shall be carried out with all fittings except safety valve in position.
E.4.2.6.3.2	The safety valve opening in the manhole cover be blocked by a dummy flange.
E.4.2.6.3.3	The tank barrel and manhole orifice shall than be filled completely with water at ambient temperature.
E.4.2.6.3.4	The barrel shall be vented to prevent formation of air pockets while it is being filled with water.
E.4.2.6.3.5	The tank barrel shall be tested using a power driven hydraulic pump, which shall enable a gentle and steady increase of pressure to be obtained in the tank barrel. A test pressure of 33.25 kg/sq.cm (475psi) shall be applied and maintained for a period of 30 minutes.
E.4.2.6.3.6	A thorough examination of barrel be done to see if there is any leakage or evidence of distress. The pressure gauge fitted over the dummy flange should also be watched for any fall in the pressure.

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E.4.2.6.3.7	The test shall be repeated twice i.e. once with all the three eduction valve fully closed and outlet plugs off and once with valves open and outlet plugs in position.
E.4.2.6.3.8	During the application of pressure, the welded seams of the barrel shall be given a hammer test by striking the plates on both sides adjacent to the weld. The hammer test shall be repeated every 150mm of the whole length of all main welds. The edges of hammer be rounded off so as to prevent any denting of barrel plate. The weight of hammer shall not exceed 3 kgs. Caulking of welds to stop leakage is prohibited.
E.4.2.6.3.9	The tank barrel shall remain secured to the underframe during this test. The cradle weld with the barrel and its rivets shall be thoroughly examined for any defects.
E.4.2.6.3.1 0	This test shall be done in the presence of independent inspecting agency appointed by the owners of the barrel. The Inspector shall issue a clear fitness certificate.
E.4.2.6.4	Examination/Repair of Insulation
E.4.2.6.4.1	Glass/Mineral wool blanket 100mm thick has been provided as insulation around the tank barrel and manhole joints. This has been suitably protected by lagging sheets.
E.4.2.7	Examination of under frame, bogies, buffers, draw gears, vacuum brake / air brake as per standard practice and proper attention.
E.4.3	Bogie Ammonia tank wagons type BTALN fitted with UIC trolley, Air Brake and CBC should be maintained as per RDSO Tech. Pamphlet G-79 and G-70.

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E.4.3.1	Sick marking of tank by Train examining staff as laid down in rule E.4.1.1
E.4.3.2	Routine overhaul.
E.4.3.2.1	Under frame and Bogies: The following procedure shall be followed where applicable: – Lift the barrel along with cradle, keep it on the trestles and run out bogies. For attention to Bogies and under frame follow the Rule E 4.2.4.2. Strip brake gear levers and rods for examination of worn out/damaged parts. The Air Brake equipments shall be given attention/checks as per para D.1.4.2. Clean horizontal levers, hand brake, and gears and lubricate. Examine Headstock for damage, bent/cracks. Replace worn out brake blocks. Attend Roller Bearing Axle boxes as per instructions given in Technical Pamphlet No.WT-77-1. Run in bogies and lower barrel along with cradle. Attend to special modifications, as ordered from time to time, in the nominated depots. Touch up paint and lettering, where necessary. Stencil station codes, initials and date on either side of each bogie in 25mm letters
E.4.3.2.2	Lifting under frame bogies are to be attended as done with UIC Bogies.
E.4.3.3	POH should be given at an interval of 54 months and repairs should be carried out as per instruction given in G-79.

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E.4.4	INSTRUCTIONS FOR OPERATION AND MAINTENANCE OF BOGIE PHOSPHORIC ACID TANK WAGON.
E.4.4.1	Procedure of loading.
E.4.4.1.1	Before starting loading operation it should be ensured that all necessary safety precautions including those given in para 5 of G.71 manual are clearly understood and followed
E.4.4.1.2	The wagons are provided with a valve which functions as acid inlet valve during loading and as acid outlet valve during unloading. In subsequent discussions this valve is called ‘ loading/unloading valve’. The following sequence of operation should be followed for loading the wagon: – Remove the cover from the adapter of loading unloading valve Connect the inlet hose to the adapter of loading/unloading valve. Open the loading/unloading valve. Open the air vent valve and remove the cap from the air vent valve pipe. Check the air inlet valve and close the same if not already so. Remove the cover of the magnetic level indicator. Check to ensure proper connection/securing of acid inlet hose to avoid possibility of its working out under the force of acid flow. Open the valve on acid pipeline to start loading. Keep an eye on magnetic level indicator and close the valve on acid pipeline as soon as desired level is reached. Disconnect acid inlet hose.

202

Close the loading-unloading valve. Replace the cover on loading-unloading valve adapter and seal it. Push the magnetic level indicator rod down and replace the cover on it. Close the air vent valve and replace its cap. Check the bottom washout plug and barrel surface for any leakage of acid. In case of any leakage, notify the persons responsible for maintenance and the wagons shall then be sent for repairs.
E.4.4.1.3	Procedure for unloading” should be follow as given in para 4 of G-71.
E.4.4.2	Precautions to be taken during loading/unloading.
E.4.4.2.1	Phosphoric acid is a corrosive and hazardous commodity and has therefore to be handled with care. Whereas there is no substitute for an alert Operator fully trained in relevant safety precautions and use of safety equipments, following are some of the important precautions listed for guidance: –
The wagons should be loaded or unloaded under the supervision of a person suitably trained for this purpose. Operators should be aware of the nature of the commodity they are handling and the relevant safety precautions to be followed. Loading-unloading premises should be kept well ventilated. Protective clothing’s like goggles, acid resistant apron, gloves and rubber gumboots etc. should be used. In the event of any acid spillage on the protective clothing’s, these should be washed with plenty of water before re use.

203

An adequate supply of water must always be available near the site of loading-unloading.
Existence of flame and smoking should be prohibited in the loading-unloading premises. Caution sign boards reading ”Acid under loading, keep away” or ”Acid under unloading, keep away” as the case may be should be exhibited at a suitable distance from the wagons at all approaches to the loading-unloading premises.
E.4.4.2.2	Following safety checks should be done on the wagons: Before loading, all the barrel fittings including valves and the bottom washout plug should be checked to ensure that they are in satisfactory working conditions. Before loading, the barrel, under frame and the running gear should be checked for any signs of physical damage. The dates, on which the periodic overhauling and routine overhauling of the wagon are due, are marked on the wagon. These should be checked to ensure that no wagons overdue maintenance attention are loaded. Before starting loading or unloading, the wagons should be properly pinned down either by welding the wheels against movement, or by putting hand brakes at ‘ON’ position. Wedges should be removed or hand brakes put at ‘OFF’ position only after the loading unloading has been completed not only on that wagon but also on all other wagons on that line. While loading the wagons, an air space of not less than 5% of the capacity of the barrel is to be left. Marking of

204

the desired level on magnetic level-gauge must be done according and it must be ensured that loading of wagon is stopped by closing the valve on the acid pipeline as soon as the mark on the magnetic level gauge is visible.
E.4.4.3	Overhauling and testing.
E.4.4.3.1	Maintenance Schedules
In order to keep the wagon in good fettle; the following schedules of maintenance are recommended. These are in addition to the normal Trip Examinations at the Originating and Terminating stations: Routine Overhaul (ROH) at interval prescribed in rule 2.4.3.3 (Two ROH schedules between successive POHs). Periodical overhaul (POH) at an interval as prescribed in rule 2.4.3.1, while ROH can be carried out in Maintenance Depots, the POH shall be carried out in Mechanical Workshops fully equipped for this purpose.
E.4.4.3.2	Routine Overhaul (ROH)
E.4.4.3.2.1	Barrel.
The following work shall be done on the barrel during ROH: a) Change the gaskets at the seat of safety vent, loading-unloading valve, air inlet valve, vent valve and magnetic level gauge. b) Change the rupture disc of safety vent. c) Change all the four seals of washout plug.

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On completion of ROH and before turning out the wagon to traffic, the month and year of ROH should be marked on the wagon at the location shown in the Marking Diagram of the wagon.
E.4.4.3.2.2	Under frame, Couplers and Bogies.
For ROH of under frame couplers and bogies, instructions given in para 203 of Maintenance Manual for Wagons-Dec-2015 should be followed in so far as they apply to the equipment provided on the wagon.
E.4.4.3.2.3	Brakes The brake equipments shall be given the following attention: i) Clean the strainer discs of the distributor valve. ii) Lubricate the brake cylinder and clean its strainer. iii) Check for easy operation of isolating cock of distributor valve, cut-off angle cock, manual quick release valve and isolating cock of feed pipe. iv) Drain out the auxiliary control reservoir. v) Check all hose couplings for serviceability. vi) Clean strainer and choke of check valve. vii) Clean dirt collectors. viii) Leakage in pipes and joint to be checked. ix) After carrying out above mentioned items of work the wagon shall be tested for proper functioning of air brake system with single wagon test rig in accordance with the procedure laid down in G – 97.
E.4.4.3.2.4	Examination on Tank Cradles

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The barrel is anchored to the underframe by means of tight fitted bolts and nuts. These nuts shall be tapped to check that they are not slack. In case of slackness, these shall be tightened.
E.4.4.3.3	Periodic Overhaul (POH)
E.4.4.3.3.1	Barrel The following work shall be done on the barrel during POH as per details given in subsequent paragraphs. Cleaning of barrel for inspection Internal and external examination of barrels. Repairs of barrel hydrostatic test of barrel. Maintenance of barrel fittings Pneumatic test of barrel Examination of cradles Marking of barrel
E.4.4.3.3.1. 1	Cleaning of Barrel for Inspection Open all fittings and manhole cover and wash them clean of acid. Dispatch all fittings for maintenance. Clean the empty barrel free of acid and acid vapors before internal inspection. The following procedure shall be followed for internal cleaning of barrel: Wash the barrel with jet of fresh water injected from manhole. In order to clean the barrel thoroughly, end of the pipe shall be provided with TEE connection and so held inside the barrel that water jets out towards both ends.

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While jet washing has been done for sufficient period, check the water coming out of the barrel for acidity. Test the water with blue litmus paper. If the litmus paper turns red, continue washing till blue litmus paper shows no change of color. Close the wash out plug and fill the barrel with water. Draw sample of water from the barrel and again test it with blue litmus paper. Drain out the water when tested water is neutral. Keep the barrel exposed for 12 hours. Clean the outer surface of the barrel free of dirt and paint markings. The barrel is now ready for internal and external examination.
E.4.4.3.3.1. 2	Internal and External Examination of Barrel The following procedure shall be followed during the examination: No one shall be allowed to enter into the barrel for internal examination until a work permit has been signed by an authorized supervisor indicating that the barrel has been washed and found to be safe. Make arrangement to illuminate the internal surface of barrel.
Examine the internal surface of barrel for any sign of pitting and injury. Lower part of barrel, weld seams and pipe junctions should be paid special attention. Mark the defective area by chalk for repairs.

208

Examine the outer surface for any damage or crack. The
portion of barrel in contact with cradle as also junctions
of anchoring ‘TEE’ with dished ends and barrel should
be paid special attention.
Mark the defective area by chalk for repairs.

E.4.4.3.3.
1.3

Repair of Barrel
The barrel has been fabricated from Austenitic Stainless
steel to ASTM Specification A-240 type 316 d. The
stainless steel, because of particular alloy content and
specialized properties, requires special care in their
repairs by welding depending upon the nature of defects
indicated below:
i) Pitting
ii) Cracks
In the case of pitting, the defective area may be chipped
off to sound metal and then chipped off portion shall be
filled up by welding. Only Tungsten Inert Gas (TIG)
welding method should be adopted and an approved
brand of electrodes should be used. The welded location
should then be ground flush to original barrel thickness.
No radiography is required.
When pits are closely grouped and are deep enough to
effect the strength of the metal, the affected area must
be removed and an insert applied and then radio
graphed.
In case of cracks, each end of the crack shall be drilled.
The diameter of the drill shall be 6 mm. The metal shall
be chipped off along the crack on one side of the barrel
to form a welding groove. Then the groove shall be

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welded. The opposite side of the weld shall be gouged
to sound metal and then welding shall be completed
penetrating into the weld of the first side. Finished welds
shall be ground flush on both sides. Inserts whenever
applied must have a double welded butt joint, with 25mm
minimum corner radius.
Entire length of butt welds should be radio graphed to
ascertain the soundness of the butt joint. It must be
ensured that insert is of same material and thickness as
the parent metal.
In the repair of barrel involving welding, the procedure of
welding, and welder’s performance qualifications as
given in ARE: 2825 shall generally be followed.
Butt welds in repairs of barrel shall be examined
throughout their length by radiography. After repairs the
barrel should be sent for hydrostatic test.

E.4.4.3.3.1.
4

Hydrostatic Test of Barrel.
Hydrostatic test of barrel shall be carried out after its
repairs. In case no repairs have been carried out on the
barrel the hydrostatic test is not required.
The following procedure shall be followed during
hydrostatic test:
Close all nozzles for fittings by means of dummy flanges
except that of Air vent valve.
Connect a water pump through a hose to the dummy
flange on loading/unloading valve nozzle.
Fill the barrel with water at ambient temperature till the
water comes out through the nozzles for Air vent valve.

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Stop the water pump and close the nozzle for Air vent
valve with dummy flange, which has a provision for a
pressure gauge connection.
Connect a pressure gauge, which can read at least 6.0
kg/sq.cm gauge pressure.
Pump in more water in the barrel till the gauge shows a
pressure of 5.9 kg/sq.cm (gauge). As soon as this
pressure is reached, disconnect the pump while
maintaining the pressure.
Pressure shall be maintained for a period of at least 30
minutes so that thorough examination of repaired zones
and weld seams can be carried out to see if there is any
leakage/drop of pressure indicated on the pressure
gauge.
The test shall be carried out in presence of Inspecting
Agency who will issue a clear fitness certificate.
Drain out the water from barrel and expose the barrel
to atmosphere till dry.

E.4.4.3.3.1.
5

Maintenance of Barrel Fittings
Barrel fittings are necessary for safe working loading,
unloading and measuring acid in the barrel. A brief
description of each fitting is given below: –
(i) Safety vent: It consists of a rupture disc, which
bursts at a specified pressure. It is an additional
safety fitting as a safeguard against the failure of the
safety valve installed in the air inlet pipeline at
unloading terminal. If the safety valve installed in the
air inlet pipeline fails or if it’s setting is high, the
rupture disc will burst when the pressure inside the
barrel exceeds 5-kg/sq.cm gauge and release the

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pressure. The general construction of the safety
vent and list of components is shown in plate 102.

The following procedures shall be followed for removal
of safety vent from wagon for maintenance:
a) Clean the stud threads and unscrew the nuts holding
the safety vent on the wagon.
b) Take out the safety, vent and throw away the gasket
and cover the opening on the wagon.
c) Send the safety vent to Maintenance Department. The
safety vent shall be overhauled as per instructions
issued by the manufacturer.
ii) Loading-Unloading Valves: It is a 76 mm (3”) angle
valve used for loading unloading of wagon at terminals.
The valve is opened and closed by means of hand
wheel. The general construction of the valve and list of
components is shown in plate 103. When closing the
valve hand tight, it seals completely. No handle
extension should be issued for closing the valve. If it
does not seal when closing the valve hand tight, it should
be sent to the Maintenance Department for
maintenance. The following procedures shall be
followed for removal of the valve from wagon:
a) Clean the stud threads and unscrew the nuts holding
the valve on the wagon.
b) Demount the valve and take out and throw away the
gasket. The valve shall be overhauled as per
instructions issued by the manufacturer.
iii) Air Inlet Valve and Vent Valve: These valves are
similar to the loading-unloading valve with exception that
these are smaller in size. The size of these valves is

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50mm(2”). The function of the Air inlet valve is to let
compressed air in the barrel during unloading of the
wagon. The valve remains closed during loading,
stabling and movement of the wagon. Similarly, function
of the vent valve is to vent the air during loading. The
valve remains closed during unloading, stabling and
movement of the wagon.
The construction of these valves is shown in plate 103.
These valves shall be overhauled as per instructions
issued by the manufacturer.
iv) Magnetic Level Gauges: The function of this gauge
is to indicate the level of acid inside the barrel. This is to
facilitate the loading unloading of acid so as to avoid
over/under loading. It consists of a stainless steel float
which slides over a stainless steel tube welded to barrel.
If there is no acid the float will set at the bottom position
by its own weight and when the acid is filled, due to
buoyancy the float will rise with the acid level. A
permanent magnet in the float (Item 15) engages with
another permanent magnet (Item 14) which is fixed to
the gauge rod (Item 2). As the magnets have opposite
poles, they attract each other and with the movement of
the float upward or downward, the gauging rod will also
slide up and down. As the rod is graduated, it will directly
show the level of the acid in the barrel.

For the maintenance of the gauge, follow the
instructions issued by the manufacturer.
v) Washout Plug: The washout plug is fitted at the
bottom of the barrel for draining out the barrel after
cleaning. A typical washout plug is shown in plate 104

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For overhauling the washout plug remove the plug from
the wagon, clean all parts and change four seals and fit
it again to the wagon. For details refer the instructions
issued by the manufacturer.

Pneumatic Test of Barrel.
The following procedure shall be followed for pneumatic
test of the barrel.
i. Mount all barrel fittings.
ii. Close loading-unloading valve, vent valve and
washout plug.
iii. Take the barrel in an area having adequate blast
protection arrangement.
iv. Connect compressed air line to the air inlet valve.
The air inlet line should be provided with a
pressure gauge and in isolating cock.
v. Charge the barrel with compressed air gradually
to a pressure not more than 3 kg/sq.cm (gauge).
vi. Thereafter increase the pressure in steps of 0.5
kg/sq.cm (gauge).
vii. When a pressure of 4 kg/sq.cm (gauge) is
reached, maintain the pressure for sufficient
length of time to permit thorough examination to
be made against leakage.
viii. Check that there is no drop of pressure in the
gauge.
ix. Thereafter increase the pressure in steps of 0.2
kg/sq.cm (gauge) till it reaches to 4.8 kg/sq.cm
(gauge).

214

x. Maintain this pressure and examine the barrel and
fittings against leakage.
xi. Release the pressure slowly through air vent
valve.
xii. Disconnect hose connection to air inlet valve.
xiii. Close air inlet valve and vent valve.

ROH Schedule for 4 wheeled BVZC wagons.
Four–wheeled BVZC converted by providing 20.3 t roller
bearing axles, boxes and wheel sets in place of 16.3 t
plain bearing/roller bearing axles and wheel sets will be
given ROH at the interval of 12 months i.e. in between 2
successive POH of 24 months and item to be attended
are indicated below: –

i. All brake gear levers, pull rods are to be examined.
Repair/replacement required to be carried out.

ii. Examine brake rigging, clean and lubricate.

iii. Check springs for free camber and other defects and
examines shackle plates for wear and replace where
required.

iv. Examine scroll iron and attend to its loose/missing
rivets. Check Axle guard and horn cheeks for their
alignment & riveting etc.

v. Visually examine the roller bearing axle boxes for: –
1) Grease leaking out of axle box, telltale marks of
grease on axle box body and wheel.
2) Visible signs of damage on axle box body and front
cover.

215

3) Wear on lugs of axle box body.
vi. In case of only suspected seized roller bearings, the
axle box shall be examined as per Clause 4.2 of
RDSO Technical pamphlet no WT-77-1. The above
clause to be followed also in case of wheel turning
requiring opening of axle box covers.

vii. Examine and attend to draft and buffing gear
components, screw couplings/side buffers or CBC’s
whichever are fitted thereon as per normal practice.

viii. Ensure correct functioning of door, anti-bleeding
device etc. in case of covered/open 4-wheeled
wagons, manhole fittings, master valves, bottom
discharge valves, safety valves etc. in case of Tank
wagons.

ix. Attend all modification in force. The lateral
clearance between axle box and horn cheek has
been increased from 5mm to 10mm in new condition
and the condemning limit from 10mm to 20mm. The
modifications should be done during conversion of
tank wagons from plain bearing to roller bearing.
This is also required to be carried out on wagons
already converted to 20.32 t roller bearings
whenever they are undergoing POH.

x. Touch up the lettering where necessary.

xi. Stencil the ROH Station Code and date in 25mm
letters on either side of the body at Sole bar level.

IOH schedule for 8-wheeled BVZI wagons: 8-wheeled
BVZI brake van fitted with ICF bogie will be given IOH at
the interval of 12 months i.e. in-between two successive
POH of 24 months in workshop and items to be attended
are indicated below

216

i. Lift the body, keep it on trestle and run out the bogie.

ii. All brake gear levers, pull rod to be examined. Repair/
replacement required to be carried out

iii. Examine brake rigging, clean and lubricate.

iv. Check axle box springs for damage/breakage, &
send for spring grouping.

v. Check and attend axle guide assembly for any
defect & repair as required.

vi. Examine and attend bolster lower spring beam,
BSS hanger, hanger block, BSS springs, equalizing
stay rods and pins, anchor links, safety loops,
shock absorbers & repair / replace if necessary.

vii. Examine and attend CBC as per procedure given
by RDSO.

viii. Visual examine the spherical roller bearing and
axle boxes for –
ix. Free rotation without noise, breakage in any part of
bearing and play must be checked.
x. Visible signs of damage on axle box body and axle
box wing.

xi. Wheel should be inspected for rejectable defects in
accordance with the RDSO instructions. Axle must
be ultrasonically tested as per procedure.

xii. Examine and attend body, floor, roof, doors, interior
fittings, foot-steps, hand rail, hand brake wheels
and quick coupling for its proper functioning.

xiii. Attend all modifications in force.

xiv. Touch up the lettering where necessary.

xv. Stencil the IOH station, code and date in 25 mm
letters on either side of the body at sole bar level.

217

APPENDIX – F
RULES FOR EXAMINATION OF STOCK IN WORKSHOP, ROH DEPOT & SICKLINE, FLYING SQUAD AND IN STEEL PLANT BY NEUTRAL CONTROL STAFF
F- 1	WORKING AT WORKSHOP: Neutral Control staff are deployed in workshops where POH and Other repairs of wagons are undertaken to ensure the quality of Repairs. The workshop authorities shall offer POHed/Repaired stock complete in all respects for preliminary examination by the Neutral Control staff by 10 hours and for final examination only after completion of repairs. After thorough examination of POHed/repaired stock in all respects, the shortfall in attention during repairs if any shall be recorded jointly with workshop supervisors. After proper attention of the recorded items the stock shall be offered for final examination by Neutral Control staff for issue of NC certification. In case any stock found with defects shall be detained for further attention. As per Railway Board Directive, the workshop shall ensure that no stock is turned out without NC certification.

218

F-
2

WORKING AT ROH DEPOTS & MAJOR SICKLINES: Every
day, the due ROH wagons placed in sicklines of ROH depots
are pre-examined and the defects are chalked marked on the
wagons. These wagons shall be offered for final Neutral Control
examination only after attention of the defects and schedules.
The Neutral Control staff conducts preliminary examination
of wagons placed in Major sick line in forenoon, chalk mark all
reject able defects and record the same. After completion of the
repairs by C & W staff, final examination of these wagons shall
be done and fit memo shall be issued to SSE/C&W and Traffic
authorities for those wagons found without reject able defects.
Wagons found with defects shall be rejected for further
attention.

219

F-
3

FLYING SQUAD: Flying Squads are deployed at IRCA Head
Quarters, New Delhi, ANCO/Mumbai, Tondiarpet (Southern
Railway), Khanalampura (Northern Railway), New Katni Jn.
(West Central Railway) & Chitpur (Eastern Railway). These
squads are deputed for check the percentage of brake power of
goods trains every month on few selected yards nominated by
Railway Board. These squads are also deployed to conduct
sample surveys to ascertain percentage of wagons running
Over due for POH/ROH in the system. Apart from these, these
squads conduct special brake power percentage checks and
surveys as and when advised by the Railway Board.
STEEL PLANT CHECK: There are three Flying squads each
one at ANCO/Kolkata, Bhilai marshalling yard (South East
Central Railway) and Andal (Eastern Railway) exclusively for
checking of stocks interchanged between Railways and steel
plants.

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APPENDIX-G
(See rule 2.16.8)
NUMBER OF SUSPENSION SPRINGS

Wagon	Bogie	Number of Springs	Axle Load(t)
BOXN	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	20.32
BOXNM1	Modified Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.32
22.82
BOXNEL	Casnub 22 NLC	Outer-14, Inner- 14, Snubber -4	25.0
BOXNHS	Casnub 22 HS	Outer-14, Inner- 12, Snubber -4	20.32
BOXNHSM1	Modified Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.32
22.82
BOXNHA	IRF 108 HS	Outer-14, Inner- 14, Snubber -4	22.1
22.82
BOXNHL	Modified Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.9
BOXNLWM1	Modified Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.32 & 22.82
BOY	Modified Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.9
BOYEL	Casnub 22 NLC	Outer-14, Inner- 14, Snubber -4	25.0
BOBYN	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	20.32
BCN	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	20.32
BCNM1	Modified Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.32
22.82
BCNA	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	22.32
BCNAM1	Modified Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.32
22.82

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BCNAHS	Casnub 22 HS	Outer-14, Inner- 12, Snubber -4	20.32
BCNAHSM1	Modified Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.32
22.82
BCNHL	Modified Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.9
BOST	Casnub 22 HS	Outer-14, Inner- 12, Snubber -4	20.32
BOSTM1	Modified Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.32
BOSTHS	Casnub 22 HS ( Mod-1)	Outer-12, Inner- 12, Snubber -4	20.32
BOSTHSM1	Modified Casnub 22 HS (Mod-I)	Outer-14, Inner- 14, Snubber -4	22.32
BOSTHSM2	Modified Casnub 22 HS (Mod-II)	Outer-12, Inner- 12, Snubber -4	22.32
BOBSA	Modified Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.9
BOBSNM1	Casnub 22 NLC	Outer-14, Inner- 14, Snubber -4	25.0
BOBR	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	20.32
BOBRM1	Modified Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.32
BOBRN	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	20.32
BOBRNM1	Modified Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.32
BOBRNHSM 1	Modified Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.32
BOBRNALH SM1	22.32
BOBRNEL	Casnub 22 NLC	Outer-14, Inner- 14, Snubber -4	25.0
BRN	Casnub 22 NLB	Outer-14, Inner- 12, Snubber -4	20.32
BRNA

222

BRNAHS	Casnub 22 HS	Outer-14, Inner- 12, Snubber -4	20.32
BFNS
BTPN	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	20.32
BTPGLN	20.32
BLCA/BLCB & BLLA/BLLB	LCCF 20 (c)	Outer-14, Inner- 12, Snubber -4	20.32
BLCA/BLCB Double stack	20.32
BLCAM/BLC BM Double stack	Modified LCCF 20 (c)	Outer-14, Inner- 14, Snubber -4	22.0
BCACM Auto car wagon	LCCF 20 (c)	Outer-14, Inner- 12, Snubber -4	20.32
BRHNEHS	Casnub 22 HS	Outer-14, Inner- 12, Snubber -4	20.32
BOMN	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	16.4
BRSTN	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	20.32
BWTB	Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.9
BCACBM	LCCF 20(C)	Outer-14, Inner- 12, Snubber -4	20.32
BRN22.9	Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.9
BOBRNHS	Casnub 22 HS	Outer-14, Inner- 12, Snubber -4	20.32
BOBYN	Casnub 22 NLB	Outer-12, Inner- 8, Snubber -4	20.32
BOBYN22.9	Casnub 22 HS	Outer-14, Inner- 14, Snubber -4	22.9
BOBSN	Casnub 22 NLB	Outer-14, Inner- 10, Snubber -4	22.9

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Grouping of Springs
A. Group Band (Coloured) for in service springs (Maintenance
group)
All versions (except for CASNUB 22 HS)

No. of Bands	Outer OuterOuter	inner	Snubber
I	260-257	262-259	294-291
II	257-254	259-256	291-288
III	254-251	256-253	288-285
IV	251-248	253-250	285-282
V	248-245	250-247	282-279

CASNUB 22 HS

Group	Outer OuterOuter	inner	Snubber
I	260-257	243-240	293-290
II	257-254	240-237	290-287
III	254-251	237-234	287-284
IV	251-248	234-231	284-281
V	248-245	231-228	281-278

CASNUB 22 HS (Mod-1)

Group	Outer	Inner	Snubber
I	253-250	225-222	304-301
II	250-247	222-219	301-298
III	247-244	219-216	298-295
IV	244-241	216-213	295-92
V	241-238	213-210	292-289

224

CASNUB LCCF 20 (C)

Group	Outer	Inner	Snubber
II	260-257	243-240	288-285
II	257-254	240-237	285-282
III	254-251	237-234	282-279
IV	251-248	234-231	279-276
V	248-245	231-228	276-273

B. Group Band (Coloured) of NEW Springs
All versions (except for CASNUB-22 HS) Ref: DRG
No.WD-83069-S/1

No. of Bands	Outer	Inner	Snubber
I	263-261	265-263	297-295
II	261-259	263-261	295-293
III	259-257	261-259	293-291

CASNUB- 22 HS Ref: DRG. No.WD-
92058-S-5

Group	Outer	Inner	Snubber
I	263-261	243-241	293-291
II	261-259	241-239	291-289
III	259-257	239-237	289-287

CASNUB -22HS (Mod-1) BOSTHS Ref: DRG No. WD-
04017-S/4

Group	Outer	Inner	Snubber
I	256-254	228-226	307-305
II	254-252	226-224	305-303
III	252-250	224-222	303-301

225

APPENDIX – H
IMPORTANT RULES GOVERNING THE INTERCHANGE OF WAGONS BETWEEN INDIA – PAKISTAN AND INDIA – BANGLADESH RAILWAYS.
H-1	Rolling Stock suitable for interchange between India – Pakistan and India –Bangladesh Railways
H-1.1	Wagons suitable for interchange shall be described as “Standard” wagons. These will include all IRS type 4- wheeler wagons fitted with screw coupling and plain bearing and such other wagons as are mutually accepted for interchange from time to time.
H-1.2	Special type of stock such as tank wagons, bogie rail trucks, bogie timber trucks, well wagons, end falling trucks, etc. which are specially built for the transport of specific commodities shall be marked N.P. in a circle.
H-1.3	All interchangeable wagons shall be marked as per Plate 10, 15 and 16 and special type of wagons referred to in Para 1.2 above, shall in addition have the mark N.P.
H-1.4	For standard wagons see Rule H-6 of this Appendix.
H-1.5	*Special type wagons not conforming to the definition* *of wagons suitable for interchange may be* *interchanged under special arrangements*.
H-2	Rolling stock not suitable for interchange: The following shall not be treated as suitable for the purpose of interchange: –
H-2.1	Broad Gauge and Meter Gauge wagons with a carrying capacity of less than 15.7 tonnes & 7.8 tonnes respectively.
H-2.2	Wagons fitted with non-standard wheels & axles.
H-2.3	Wagons marked “For local traffic only”.

226

H-2.4	Goods stock fitted with roller bearings.
H-2.5	Stock having experimental or trial fittings.
H-2.6	Goods Brake Vans.
H-2.6.1	Goods brake-vans shall be interchanged examined and billed like other goods stock. These transactions shall also be included in all Interchange returns. The receiving railway shall not, however, work a brake-van belonging to the tendering railway beyond its station of interchange with the owning railway.
H-2.6.2	A Goods brake van shall be returned to the owning Railway within 2 calendar days of its receipt. If the receiving railway detains a brake van beyond this period, it shall pay the penalty as prescribed.
H-2.6.3	A brake van belonging to the tendering railway when irreparably damaged while in the custody of the receiving railway, shall be replaced by a brake van of the same type and year of built acceptable to the owning railway. Penalty charges mentioned in clause H-2.6.2 will continue to be levied till the brake van, accepted in replacement, is made over to the owning country.
H-3	Damaged rolling stock unfit for return to the owning Railway
H-3.1	If a vehicle or a wagon belonging to one country is irreparably damaged while in the other, the railway responsible shall pay compensation in cash in accordance with the formula laid down in Appendix – I. Alternatively, in the case of wagons, however, the compensation may be by replacement of the irreparably damaged wagon by a wagon of the same type and year of build provided the replacement is acceptable to the Owning Railway.

227

H-3.2	The fact of a vehicle belonging to the other country being irreparably damaged, shall be notified by registered letter acknowledgement due by the railway on which such damage, takes place to the Owning Railway giving the vehicle number, transportation code and the date on which it was declared irreparably damaged. Hire shall cease from the date on which the advice of damage is communicated to the Owning Railway.
H-3.3	The fact of a wagon belonging to the other country being irreparably damaged, shall be notified by registered letter acknowledgement due by the Director in the country of the railway on which the wagon is damaged to the Director in the country of the Owning Railway, giving the Owning Railway, the wagon number, the transportation code and date on which it was declared irreparably damaged. If compensation is paid in accordance with the formula laid down in Appendix – I, hire shall cease from the date on which the advice of damage is communicated to the Director of the Owning Railway. If, however, the compensation is by replacement of a like asset, hire will be payable as if the wagon has not been damaged.
H-4	Unless otherwise specifically stated, any exemption granted by the General Secretary, IRCA under Rule 4.10.1 of Chapter IV, does not apply to wagons offered in interchange between India and Pakistan or India Bangladesh. Such wagons are, therefore, rejectable for being overdue POH as per marked return dates.
H-5	Restrictions listed below shall also be observed for interchange of stock.

228

H-5.1

No wagon due or overdue periodical overhaul may be
loaded except to, or in the direction of the Owning
Railway.
Note: – Subject to the exemptions specified below, wagons
loaded on the expiry of the month shown in the return
date and not moving towards the Owning Railway
should be accepted and the penalty levied.
EXEMPTIONS:
a) Standard wagons including non-pooled, loaded prior to
the expiry of the return date they bear, should be
accepted in interchange.
b) Standard wagons including non-pooled, loaded with
coal, coke, manganese ore, live-stock, perishable
goods, explosives and dangerous goods and such
articles as cannot be transshipped without a crane,
should be accepted in interchange provided the
wagons were loaded not later than a month from the
date of expiry of the “Return date” or booked to the
parent line.

229

H-6

Types of standard wagons acceptable in interchange
between India and Pakistan or India-Bangladesh are as
follows:
a) IRS type 4-wheeler wagon fitted with screw coupling
/Transition coupling & plain bearings/Roller bearings.
b) PRS type 4-wheeler wagon fitted with screw coupling &
plain bearings.
c) BRS type 4-wheeler wagon fitted with screw coupling &
plain bearings.
NOTE: The above are important interchange rules have
been picked up from the set of interchange rules in
vogue between ER & NFR with Bangladesh Railway
and NR with Pakistan Railway. Therefore, in case of
any doubt, the current set of Interchange rules in vogue
between ER&NFR with BDR and NR with PR may be
refereed to.

230

APPENDIX – I
(See Appendix – H)
Formula for assessing the value of Freight stock
I.1 Codal life of Rolling Stock – The Codal life of Rolling Stock for the purpose of calculating depreciation shall be taken to be as follows:
BG	S N	Type of wagon stock	Codal Life
01	Bogie open wagon with air brake and CASNUB bogie	30 years
02	Bogie Tank wagon with air brake and CASNUB bogie	40 years
03	All other type of bogie wagons with air brake and CASNUB bogie	35 years
M G	i)	Wagons	35 years
ii)	Tank Wagons	45 years
I.2 The value of any vehicle or wagon shall be at any time not less than 25 % of its ‘Original cost’ as determinable by these rules.
I.3 Formula for depreciation – The depreciation shall be calculated according to the following formula, which provides for a sliding scale basis.

231

I.4 Formula – When –

a- The sum of the year a wagon has run; six months or less
to be ignored and more than six months to count as one
year.
b- The sum of the years of its Codal life; and
c- Original cost of the vehicle or wagon;
Then –
Present value of the vehicle or wagon= c – a/b x 75c/100

I.5 “Original cost” for the purpose of the above formula will be as
follows: –

Wagons –
The price of the wagons to be determined from PINK BOOK.

232

APPENDIX-J
List of Single Control and Interchange Junctions (Indicating the working and using Railway)
Sl. No.	BROAD GAUGE	CODE	Working Railway	Using Railwa y
1	GEDE	GEDE	ER	BR
2	PETRAPOL	PTPL	ER	BR
3	SINGHABAD	SQB	NF	BR
4	BALHARSHAH	BPQ	CR	CR
5	HOTGI Jn.	HG	CR	CR
6	ITARSI	ET	CR	CR
7	JALGAON Jn.	JL	CR	CR
8	KHANDAWA Jn.	KNW	CR	CR
9	MANMAD	MMR	CR	CR
10	MIRAJ Jn.	MRJ	CR	CR
11	RAULI Jn.	RUL	CR	CR
12	NAGPUR	NGP	CR	CR
13	ROHA	ROHA	CR	CR
14	VASAI ROAD	BSR	WR	CR
15	WADI Jn.	WADI	CR	CR
16	WANI	WANI	CR	CR
17	BARKA KHANA Jn.	BRKA	EC	EC
18	CHHAPRA KACHERI	CIF	NE	EC
19	CHOPAN Jn.	CPU	EC	EC
20	NETAJI SUBHASH CHANDRA BOSE GOMOH Jn.	GMO	EC	EC
21	JAMUNAITANR	JNNA	SE	EC
22	JHAJHA	JAJ	EC	EC
23	KATIHAR Jn.	KIR	NF	EC
24	KIUL Jn.	KIUL	EC	EC
25	MAHADIYA	MHDA	EC	EC
26	MUGHALSARAI Jn.	MGS	EC	EC
27	PANIYAHAWA	PNYA	NE	EC
28	PATHARDIH Jn.	PEH	EC	EC
29	PRADHAN KHUNTA	PKA	EC	EC

233

Sl. No.	BROAD GAUGE	CODE	Working Railway	Using Railwa y
30	RAJABERA	RJB	EC	EC
31	BHADRAKH	BHC	ECo	ECo
32	DUVVADA	DVD	ECo	ECo
33	JHARSUGADA Jn.	JSG	SE	ECo
34	RAIPUR BLOCK HUT	RVH	SEC	ECo
35	ASANSOL Jn.	ASN	ER	ER
36	BHATTANAGAR	BTNG	SER	ER
37	GEDE	GEDE	ER	ER
38	JHAJHA	JAJ	EC	ER
39	KALIPAHARI	KPK	SE	ER
40	KIUL Jn.	KIUL	EC	ER
41	MALDA TOWN	MLDT	ER	ER
42	PETRAPOL	PTPL	ER	ER
43	PRADHAN KHUNTA	PKA	ECR	ER
44	SHALIMAR	SHM	SER	ER
45	TIKIAPARA	TPKR	ER	ER
46	MADGAON	MAO	KR	KR
47	MAJORDA Jn.	MJO	KR	KR
48	ROHA	ROHA	CR	KR
49	THOKUR	TOK	KR	KR
50	ALLAHABAD	ALD	NCR	NCR
51	ALLAHABAD CITY	ALY	NCR	NCR
52	ALWAR	AWR	NWR	NCR
53	BAYANA Jn.	BXN	WCR	NCR
54	BINA JN	BINA	WCR	NCR
55	CHOPAN Jn.	CPU	ECR	NCR
56	GHAZIABAD Jn.	GZB	NR	NCR
57	GWALIOR Jn.	GWL	NCR	NCR
58	HARDUAGANJ	HGJ	NCR	NCR
59	KANPUR CENTRAL Jn.	CNB	NCR	NCR
60	KHURJA Jn.	KRJ	NCR	NCR
61	MAHADEV KHERI	MDVK	WCR	NCR
62	MANIKPUR	MKP	NCR	NCR
63	MUGHALSARAI Jn.	MGS	ECR	NCR

234

Sl. No.	BROAD GAUGE	CODE	Working Railway	Using Railwa y
64	OHAN	OHAN	NCR	NCR
65	PALWAL	PWL	NR	NCR
66	VYASANGAR	VYN	NR	NCR
67	ALLAHABAD CITY	ALY	NER	NER
68	BARABANKI Jn.	BBK	NR	NER
69	CHHAPRA KACHERI(MG)	CIF	NER	NER
70	MORADABAD Jn.	MB	NR	NER
71	PANIYAHAWA	PNYA	NER	NER
72	RAMPUR Jn.	RMU	NR	NER
73	SHAHGANJ Jn.	SHAJ	NR	NER
74	SITAPUR CANTT	SCC	NR	NER
75	VARANASI Jn.	BSB	NR	NER
76	KATIHAR Jn.	KIR	NFR	NFR
77	MALDA TOWN	MLDT	NFR	NFR
78	SINGHABAD	SQB	NFR	NFR
79	ALLAHABAD	ALD	NCR	NR
80	ATARI	ATT	NR	NR
81	BARABANKI Jn.	BBK	NR	NR
82	BHATINDA Jn.	BTI	NR	NR
83	GHAZIABAD Jn.	GZB	NR	NR
84	HARDUAGANJ	HGJ	NCR	NR
85	HISAR Jn.	HSR	NWR	NR
86	KANPUR CENTRAL Jn.	CNB	NCR	NR
87	KATAR SINGH WALA	KZW	NR	NR
88	KHURJA Jn.	KRJ	NCR	NR
89	MORADABAD Jn.	MB	NR	NR
90	MUGHALSARAI Jn.	MGS	ECR	NR
91	PALWAL	PWL	NR	NR
92	RAMPUR Jn.	RMU	NR	NR
93	REWARI Jn.	RE	NWR	NR
94	ROHTAK Jn.	RUK	NR	NR
95	SATRODD	STD	NR	NR
96	SHAHGANJ Jn.	SHG	NR	NR
97	SITAPUR CANTT	SCC	NR	NR

235

Sl. No.	BROAD GAUGE	CODE	Working Railway	Using Railwa y
98	SRI GANGA NAGAR Jn.	SGNR	NWR	NR
99	VARANASI Jn.	BSB	NR	NR
100	VYASANGAR	VYN	NR	NR
101	ALWAR	AWR	NWR	NWR
102	BHATINDA Jn.	BTI	NR	NWR
103	BHILDI Jn.	BHLD	WR	NWR
104	HISAR Jn.	HSR	NWR	NWR
105	KATAR SINGH WALA	KZW	NR	NWR
106	PALANPUR Jn.	PNU	WR	NWR
107	REWARI Jn.	RE	NWR	NWR
108	ROHTAK Jn.	RUK	NR	NWR
109	SATROADD	STD	NR	NWR
110	SAWAI MADHOPUR Jn.	SWM	WCR	NWR
111	SRI GANGA NAGAR Jn.	SIGN	NWR	NWR
112	ATARI	ATT	NR	PR
113	BALHARSHAH	BPQ	CR	SCR
114	BALLARI Jn.	BAY	SWR	SCR
115	DHARMAVARAM Jn.	DMM	SCR	SCR
116	DUVVADA	DVD	ECoR	SCR
117	GUDUR Jn.	GDR	SCR	SCR
118	MANMAD	MMR	CR	SCR
119	RENIGUNTA Jn.	RU	SCR	SCR
120	WADI Jn.	WADI	CR	SCR
121	WANI	WANI	CR	SCR
122	ASANSOL Jn.	ASN	ER	SER
123	BARKA KHANA Jn.	BRKA	ECR	SER
124	BHADRAK	BHC	ECoR	SER
125	BHATTANAGAR	BTNG	ER	SER
126	NETAJI SUBHASH CHANDRA BOSE GOMOH Jn.	GMO	ECR	SER
127	JAMUNAITANR	JNND	SER	SER
128	JHARSUGADA Jn.	JSG	SER	SER
129	KALIPAHARI	KPK	ER	SER
130	PATHARDIH Jn.	PEH	ECR	SER

236

Sl. No.	BROAD GAUGE	CODE	Working Railway	Using Railwa y
131	RAJABERA	RJB	ECR	SER
132	SHALIMAR	SHM	SER	SER
133	TIKIAPARA	TPKR	ER	SER
134	BALHARSHAH	BPQ	CR	SECR
135	JHARSUGADA Jn.	JGG	SER	SECR
136	KATNI MURWARA	KMZ	WCR	SECR
137	NAGPUR	NGP	CR	SECR
138	RAIPUR BLOCK HUT	RVH	SECR	SECR
139	GUDUR Jn.	GDR	SCR	SR
140	JOLARPETTAI Jn.	JTJ	SR	SR
141	OMALUR Jn.	OML	SR	SR
142	RENIGUNTA Jn.	RU	SCR	SR
143	THOKUR	TOK	KR	SR
144	BALLARI	BAY	SWR	SWR
145	DHARAMAVARAM Jn.	DMM	SCR	SWR
146	HOTGI Jn.	HG	CR	SWR
147	JOLARPETTAI Jn.	JTJ	SR	SWR
148	MADGAON	MAO	KR	SWR
149	MAJORDA Jn.	MJO	KR	SWR
150	MIRAJ Jn.	MRJ	CR	SWR
151	OMALUR Jn.	OML	SR	SWR
152	BAYANA Jn.	BXN	WCR	WCR
153	BHOPAL Jn.	BPL	WCR	WCR
154	BINA Jn.	BINA	WCR	WCR
155	CHANDERIYA	CNA	WR	WCR
156	GWALIOR Jn.	GWL	NCR	WCR
157	ITARSI	ET	CR	WCR
158	KATNI MURWARA	KMZ	WCR	WCR
159	KHANDWA Jn.	KNW	CR	WCR
160	MAHADEV KHERI	MDVK	WCR	WCR
161	MAHADIYA	MHDA	ECR	WCR
162	MAKSI Jn.	MKC	WR	WCR
163	MANIKPUR	MKP	NCR	WCR
164	NAGDA Jn.	NAD	WR	WCR

237

Sl. No.	BROAD GAUGE	CODE	Working Railway	Using Railwa y
165	OHAN	OHAN	NCR	WCR
166	SAWAI MADHOPUR Jn.	SWM	WCR	WCR
167	BHILDI Jn.	BHLD	WR	WR
168	BHOPAL Jn.	BPL	WCR	WR
169	CHANDERIYA	CNA	WR	WR
170	JALGAON Jn.	JL	CR	WR
171	MAKSI Jn.	MKC	WR	WR
172	NAGDA Jn.	NAD	WR	WR
173	PALANPUR Jn.	PNU	WR	WR
174	RAULI Jn.	RUL	CR	WR
175	VASAI ROAD	BSR	WR	WR

238

APPENDIX – K
List of NC Points
SL. NO.	WORKSHOPS	CODE	RAILWAY
1	Ajmer (Loco)	ADLW	NWR
2	Ajmer (Carriage)	AIIW	NWR
3	Alambagh	AMVM	NR
4	Amritsar	ASRW	NR
5	Bhopal	CRWS BPL	WCR
6	Bikaner	BKNS	NWR
7	Dahod	DHDW	WR
8	Dibrugarh	DBWS	NFR
9	Golden Rock	GOC	SR
10	Gorakhpur	GKPS	NER
11	Guntupalli	RYPS	SCR
12	Hubballi	UBLS	SWR
13	Izatnagar	IZNS	NER
14	Jagadhari	JUDW	NR
15	Jamalpur	JMPW	ER
16	Jhansi	JHSW	NCR
17	Jhansi MLR	JHS (MLR)	NCR
18	Jodhpur	JUWS	NWR
19	Harnaut	HRT	ECR
20	Kanchrapara	KPAW	ER
21	Kharagpur (Coaching & goods))	KGPW	SER
22	Kota	KTTW	WCR

239

SL. NO.	WORKSHOPS	CODE	RAILWAY
23	Lallaguda	LGD	SCR
24	Liluah	LLHM	ER
25	Lower Parel	PL	WR
26	Mancheshwar	MCSW	Eco.R
27	Matunga	MTNS	CR
28	Motibag (NAGPUR)	MIB	SECR
29	Mysore South	MYSS	SWR
30	New Bongaigaon	NBQS	NFR
31	Perambur (Loco)	PWP(L)	SR
32	Parel	PR	CR
33	Perambur(C&W)	PWP	SR
34	Pratap Nagar	PRTN	WR
35	Raipur	RWS	SECR
36	Samastipur	SPJS	ECR
37	Tirupati	TPTY	SCR

ROH DEPOTS / WAGON CARE CENTRES

S.N.	ROH Depot	Code	Rly
1	Ajni (Nagpur)	AQ	CR
2	Ambala	UMB	NR
3	Andal (DN/UP/BOXN)	UDL	ER
4	Baad	BAD	NCR
6	Barwadih	BRWD	ECR
7	Bhilai (PP.Yd./MSL)	PP BIA	SECR
8	Bhusawal (UP/DN)	BSL	CR

240

S.N.	ROH Depot	Code	Rly
9	Bilaspur	BSP	SECR
10	Bokaro Steel City	BKSC	SER
11	Bondamunda (Medium)	BNDM	SER
Bondamunda (Central)	BNDM	SER
12	Gooty	GY	SCR
13	Itarsi	ET	WCR
14	Jhansi	JHS	NCR
15	Jolarpettai	JTJ	SR
16	Kanpur (GMC)	GMC	NCR
17	Khanalampura	KJGY	NR
18	Moradabad	MB	NR
19	Mughalsarai (DN)	MGS	ECR
20	Naihati	NH	ER
21	New Guwahati	NGC	NFR
22	New Jalpaiguri (Genl./ROH)	NJP	NFR
23	New Katni (Old/New)	NKJ	WCR
24	Nimpura	NMP	SER
25	Paradeep	PRDP	ECOR
26	Ramagundam	RDM	SCR
27	Ratlam	RTM	WR
28	Sabarmati (BG)	SBI	WR
29	Satna	STA	WCR
30	Tata Nagar	TATA	SER
31	Tondiarpettai	TNPM	SR
32	Tuglakabad (DN)	TKD	NR

241

S.N.	ROH Depot	Code	Rly
33	Vadodara	BRCY	WR
34	Vatva	VTA	WR
35	Vijayawada	BZA	SCR
36	Visakhapatnam (OEC/CSL)	VSKP	E.CoR
37	Vizag Steel Plant	VSPS	E.Co.R

242

APPENDIX – L
(See Rule 1.7)
Rules for making goods stock fit to run by Passenger train
Rule No.	Description
L.1	Goods wagons may be attached to a passenger train provided the maximum speed of the train does not exceed the maximum permissible speed of the wagon as given in para L.7.
L.2	They are fully fitted with operative Air brake cylinders.
L.3	Brake gear should have closed type of safety brackets.
L.4	The wagons should not be over loaded or un evenly loaded.
L.5	Wagons should not be over due POH/ROH
L.6	Minimum wheel base: BG: 4575 mm
L.7	PARTICULARS OF MAXIMUM PERMISSIBLE SPEEDS OF GOODS STOCK.
L.7.1	BROAD GAUGE:

243

SN	TYPE OF WAGON	MAX PERMISSIBLE SPEED OF OPERATION
EMPTY (kmph)	LOADED (kmph)

Quiz on LHB General Set1

BPC RULES FREIGHT TRAINS IN SWR AS PER SWR/M/ N/31/POLICY. Dt : 11/2009

BRAKE POWER CERTIFICATE

CERTIFICATE BRAKE POWER CERTIFICATE

SPEED RESTRICTIONS

PATTERN OF EXAMINATION

INTENSIVE TRAIN EXAMINATION

BRAKE POWER

VALIDITY OF BPC

POINT BPC SHALL BECOME INVALID

BPC SHALL BECOME INVALID

IMPORTANT CHECKS BY GDR ON CC RAKE

IMPORTANT CHECKS BY GDR ON CC RAKE

IMPORTANT CHECKS BY GDR ON CC RAKE

IMPORTANT CHECKS BY GDR ON CC RAKE

IMPORTANT CHECKS BY GDR ON CC RAKE

CC RAKE

IMPORTANT CHECKS BY GDR PREMIUM END TO END BPC

IMPORTANT CHECKS BY GDR PREMIUM END TO END BPC

PREMIUM END TO END BPC

PREMIUM END TO END BPC

INTENSIVE (END TO END) EXAMINATION VACUUM BRAKE AND AIR BRAKE.

INTENSIVE (END TO END) EXAMINATION VACUUM BRAKE AND AIR BRAKE.

BPC OF END TO END RUNNING OF TRAINS INVALID IF

BPC OF END TO END RUNNING OF TRAINS INVALID IF

BACK LOADING OF TRAINS

POST LOADING /POST TIPPLING CHECKS BY GDR

POST LOADING /POST TIPPLING CHECKS BY GDR

UNIT- 1: LHB COACHES

FOR QUESTION CLICK HERE(1 TO 100)

ANSWERS

SKILL DEVELOPMENT OF STAFF AT YARD & SICKLINE

Sample query & Answer

CHAPTER 9

CONTAINER WAGON

ANSWERS

MAY-2017

(A.R.Tupe) Executive Director CAMTECH, Gwalior

(Okay.P.Yadav) Director (Mechanical)

1.0 TERMS OF REFERENCE

OBJECTIVE

METHODOLOGY ADOPTED

Observations throughout audit in CC Rake examination Yards

1. TKD/NRLy CC Rake upkeep Yard

2. Khanalampura/NRLy CC Rake upkeep Yard

3. Shambhupura/WRLy CC Rake upkeep Yard

4. Satna/WCRLy CC Rake upkeep Yard

5. RECOMMENDATIONS:

COVERED SHED WITH EOT CRANE

Annexure-II

Wagon defects attention in present scenario and with proposed facilities

Annexure-III

Annexure –V-A

[ As per CAMTECH Report No. CAMTECH/2008/M/W/Infra/1.0 Jan-2008 ]

Trial Conducted at PP yard Bhilai

Annexure –V-B

Annexure V-C

Present scenario ( for 10 rakes/day examination)

Monetary Savings (In terms of cost of wagon)

D. Cost of wagon = 18.5 lacs

Savings in terms of rake cost = 1.795×1073 = 1926 lacs

Hence net annual savings due to proposed facilities

Net Saving of rakes will be 7.15- 2.5 = 4.65 rakes per day.

Hence net annual additional earnings per rake saved due to recommended pattern

Hence net annual savings due to proposed facilities

= Rs. 74.63 Crores

Annexure-VII

ITEM -II

Annexure-VIII

BLENDING OF LIGHTS

SPECIFICATION FOR 400W METAL HALIDE LIGHT FITTING:

SPECIFICATION FOR LIGHT FITTING (for 4 x 54 W T-5 Highbay

LIGHT FITTING CONFIGURATION

SUPPLY AND CONTROL ARRANGEMENT

Wiring:

Switch Gears:

Annexure-VIII-B

Annexure-VIII-E

MULTI – UTILITY VEHICLE

Annexure-IX

BPC RULES
FREIGHT TRAINS IN SWR
AS PER SWR/M/ N/31/POLICY.
Dt : 11/2009