C&W objective questions with ans (101 to 150 questions)

C&W objective questions with ans (101 to 150 questions)

101. Height of BOXNR wagon is __________ mm.
(a) 2000 (b) 3125 (c) 1827 (d) 2127
102. No. of aspect stanchions utilized in BOXNR wagon are:
(a) 12 (b) 09 (c) 11 (d) None of those.
103. Floor sheet materials utilized in BOXNR wagon is………….
(a) IRSM-41 (b) Mild Steel (c) IRSM-44 (d) None of those
104. H-type coupler is utilized in ………..
(a) Coaching inventory (b) Wagon inventory (c) Engine (d) none of those.
105. ……….. sort of coupler is utilized in locomotive.
(a) AAR-‘E’ (b) H-type (c) HTEA sort (c) Alliance -II
106. Horizontal gripping in H-type coupler is…………….mm
(a) +/-110 (b) +/-90 (c) +/-80 (d) +/-100
107. Vertical gripping in H-type coupler is…………….mm
(a) +/-110 (b) +/-90 (c) +/-80 (d) +/-100
108. …………Draft gear is used with HTEA coupler

 

(a) RF-361 (b) HR-40-1 (c) HR-8-1. (d) none of those
109. In case of totally locked situation of knuckle in H-type coupler, Position of rib needs to be…….
(a) Vertical (b)Horizontal (c) 60
o (d) 45o
110 .Standard distance between knuckle nostril & guard arm is…………mm
(a) 127 (b) 135 (c) 130 (d) None of those.
111. Permissible put on in knuckle nostril is……….mm
(a) 10 (b) 08 (c) 15 (d) 06
112. CBC knuckle is split into…………zones
(a) 3 (b) 4 (c) 2 (d) 5
113. Position of CBC knuckle damaged from knuckle pivot pin gap is known as………..
(a) A-zone (b) B-zone (c) C-zone (d) D-zone
114. Position of CBC knuckle nostril damaged after put on is known as………..
(a) A-zone (b) B-zone (c) C-zone (d) D-zone
115. Function of auxiliary anticreap is finished by………..
(a) Lever connecting nostril (b) locking piece (C) knuckle thrower (d) anti rotation lug
116. Size of anti rotation lug is……….mm
(a) 210 X 16X 16 (b) 220X16X16 (c) 235X12X12 (d)310X16X16
117. CBC management gauge No. Three is used to detect the diffect of………..
(a) Knuckle (b) locking piece (c) knuckle thrower (d)toggle
118. Capacity of RF-361 draft gear is……………Kgm
(a) 5385 (b) 5725 (c) 6200 (d) 6000
119. Capacity of MK-50 draft gear is……………Kgm
(a) 5385 (b) 5725 (c) 6200 (d) 6000
120. In wagon inventory throughout service Maximum slack permitted in CBC is………..mm.
(a) 12 (b) 19 (c) 25 (D) None of those.
121. Stroke of H-type coupler in stress place is……….mm.
(a) 58 (b) 60 (c) 65 (d) 42
122. Stroke of H-type coupler in compressed place is……….mm.
(a) 80 (b) 60 (c) 65 (d) 42
123. Revised codal lifetime of blanket utilized in linen is………months.
(a) 14 (b) 48 (c) 60 (d) 30
124. Quality of linen to be inspected……….proportion after receiving washed linen.
(a) 1 (b) 2 (c) 3 (d) 5
125. Slackless drawbar is utilized in………….wagon
(a) BLC (b)BOXNHA (c)BOXNEL (d)BOXNHL
126. Helical springs are utilized in……………draft gear.
(a) MK-50 (b) RF-361 (c) HR-40 (d) None of those.
127. Rehabilitation of teaching inventory is crried out between ……………………..
(a) 10 to 15 years (b) 12 to 15 years (c) 15 to 18 years (d) None of those.
128. The periodicity of pest management in AC coaches is…………………
(a) 15dayes (b) 7 dayes (c) 1 month (d) None of those.
129. Coach holding capecity of a coahing depot is………………
(a) Primary Coaches (b) Secondary coaches (c) Primary + 50% of Secondary coaches (d)
None of those.
130. Side bearer oil stage is cheked on the interval of ……………..
(a) 15 days (b) one month (c) Two month (d) None of those.
131. Dirt collector needs to be cleaned on the interval of ……………….
(a) one month (b) Two month (c) Three month (d) None of those.
132………………………. Oil is utilized in dashpot information?
(a) Servo RR-3 (b) Servoline 68 (c) Lithium base grease (d) None of those.
133.The normal thicknes of compensating rings is………………………
(a) 2 mm (b) 6 mm (c) Four mm (d) Eight mm
134.Difference of Hardness of each wheels on the identical axle shouldn’t be greater than………….
(a) 70BHN (b) 35 BHN (c) 65 BHN (d) 45 BHN
135. Total lenth of ICF-axle is ………………
(a) 2310+0.5/-0.0 (b) 2316+0.5/-0.0 (c) 2318+0.5/-0.0 (d) None of those.

 

136. On ICF journal, a taper mustn’t exceed…………….mm.
(a) 0.010/0.015 (b) 0.015/0.010 (c) 0.010/0.025 (d) None of those.
137. The wheel gauge needs to be measured on………………….
(a) Off load situation (b) Loaded wagon (c) Empty wagon (d) None of those.
138. Types of aspect bearers fitted in CASNUB 22 HS bogie …………………
(a) steel CC sort (b) Spring loaded CC sort aspect bearer & PU sort (c) Roller Type (d) None of those.
139. The diameter of buffer plunger face of ICF coaches is………………….
(a) 552 mm (b) 457 mmm (c) 493 mm (d) 510 mm
140. The distance between two buffers at one finish………………
(a) 1956 mm (b) 1952 mm (c) 1976 mm (d) 1992 mm
141. The ICF buffer plunger is product of………………
(a) Mild Steel (b) Cast Steel (c) Cast iron (d) None of those.
142.Water tank capability of ICF coach is……………
(a) 1600 liter (b) 1800 litere (c) 1700 litre (d) None of those.
143. The capability of management reservoir of passenger coach is……….
(a) 6 litre (b) 7 liter (c) 9 liter (d) None of those.
144.
After reaching on a accident web site first step to ……………….
(a) prima facie reason behind accident (b) First help of injured (c) safety of web site (d)arranging meals.
145. Work of Control reservoir in air brack system is………………………….
(a) To management BP stress (b) To management DV valve (c) To management Brack system (d) None of those.
146. The capability of management reservoir in Goods Stock is….……….
(a) 6 litre (b) 7 liter (c) 9 liter (d) None of those.
147. Brack energy certificates issued for Premium rakes is legitimate for…………
(a) 7+/-Four dayes (b) 10+/-2/o dayes (c) 15+/-Three dayes (d) None of those.
148. The color of BPC of CC rake is……………….
(a)Yellow (b) Red (c) Green (d) None of those.
149. The color of BPC of Premium rakes is ……………….
(a)Yellow (b) Red (c) Green (d) None of those.
150. A class depot will challenge BPC of CC rake legitimate as much as…………………….
(a) 4500Km (b) 7500 Km (c) 6000Km (d) None of those.

FOR ANSWERS CLICK HERE

38. C 78. D 118. B 158. A
39. D 79. A 119. A 159. B

 

C&W Objective Question Bank
(English Version)
Fill in the blanks picking up the appropriate option.
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. ————— roller bearing is used in BTPN.
(a) Cylindrical (b) Plan (c) Cartage taper (d) Ball
4. POH of BOX N Wagon is done at the interval of ————-month.
(a) 12 (b) 09 (c) 18 (d) 54
5. POH of ICF Coach is done at 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 height of coach from Rail level is —————mm.
(a) 1030 (b) 1105 (c) 900 (d) 1075
8. Length of modified brake beam hanger in Indo-German project 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 link is ———–mm.
(a) 451 (b) 500 (c) 580 (d) None of these
14. Testing of alarm chain is done at ———–Kg weight.
(a) 05 (b) 10 (c) 25 (d) 20
15. Greasing of equalizing stay rod is done in————–schedule.
(a) A (b) B (c) C (d) D
16. A dimension of high speed Coach is ————-mm.
(a) 16±2 (b) 18±2 (c) 22±2 (d) None of these
17. DCP Type fire extinguisher is suitable to extinguish ————– fire.
(a) Diesel (b) Electric (c) Petrol (d) All
18. There are………….Nos. of lavatory in a LHB coach
(a) 02 (b) 03 (c) 04 (d) 06
19. Minimum buffer height of goods 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 height of Elastomeric Pad is ————-mm.
(a) 40 (b) 42 (c) 46 (d) None
22. ———— bearing is used in UIC Bogie.
(a) Cylindrical (b) Spherical (c) CTRB (d) None of these
23. Permissible variation in Wheel dia of same casnub bogies of
a wagon is ————mm.
(a) 5 (b) 10 (c) 13 (d) 25
24. Permissible limit of sharp flange of wheel is ————mm.
(a) 35 (b) 50 (c) 16 (d) None of these

 

25. ————mm packing is used in Casnub Bogie to adjust CBC height.
(a) 37 (b) 25 (c) 35 (d) None of these
26. A dimension of BOXN is ————mm.
(a) 70 ± 2 (b) 70+2-0 (c) 50 ± 2 (d)22 ± 2
27. In empty condition of BOXN Piston stroke is ————mm.
(a) 75±10 (b) 85±10 (c) 130±10 (d) 60±10
28. BOXNHL feed pipe pressure is ———— Kg/Cm2
(a) 5 (b) 6 (c) 3.8 (d) None of these
29. Axle is checked by ————.
(a) DPT (b) UST (c) Wheel gauge (d) None of these
30. Track gauge distance on a straight track is ————mm.
(a) 1676±6 (b) 1600+2-1 (c) 1599 (d) None
31. Over hauling of Alarm chain system is done after ———— Month.
(a) 3 (b) 5 (c) 9 (d) None of these
32. Centre pivot of Casnub Bogie is made of ————
(a) Cast Iron (b) Cast steel (c) Mild Steel (d) Stainless Steel
33. Proof load Capacity of enhance screw coupling is ————ton.
(a) 36 (b) 70 (c) 75 (d) 130
34. In one unit of BLC wagon there are ———— car A unit.
(a) 3 (b) 5 (c) 2 (d) 4
35. Maximum buffer height of goods 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 height of CC Pad is ————.
(a) 114 (b) 36 (c) 56 (d) None of these
38. ———— bearing is used in casnub bogie.
(a) Cylindrical (b) Spherical (c) CTRB (d) None of these
39. Permissible Wheel dia difference of both casnub bogies of a wagon is
————mm.
(a) 5 (b) 10 (c) 13 (d) 25
40. Permissible limit of Deep flange in wheel is————mm.
(a) 35 (b) 50 (c) 28 (d) 22
41. 37 MM packing is used in 22 WM casnub bogie to adjust CBC height 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 condition) is ————mm.
(a) 70±10 (b) 87±10 (c) 130±10 (d) 117±10
44. Brake pipe pressure 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 these
48. Friction cofficient of K type 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 ———– car B unit.
(a) 3 (b) 5 (c) 2 (d) 4
50. ———– gms Grease is used in CTRB.
(a) 455±30 (b) 250±30 (c) NIL (d) 1500
51. ————— roller bearing is used in BTPGLN Coach.
(a) Cylindrical (b) Plan (c) Cartage taper (d) Ball
52.IOH of ICF Coach is done in 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 height of a wagon from Rail level is —————mm.
(a) 1030 (b) 1105 (c) 900 (d) 1075
56. ‘A’ schedule of coaching stock is done after ————–month.
(a) 01 (b) 03 (c) 09 (d) 12
57. Speed limit of A Class ODC during 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 these
61. Wheel base of UIC bogie is —————— mm.
(a) 2000 (b) 2400 (c) 2896 (d) none of these
62. Lateral and longitudinal guidance to wheel of ICF bogie is taken from …………. .
(a) Dashpot (b) Spring (c) Side bearer (d) None of these.
63. E- dimension of BOXN is ————-mm.
(a) 255 (b) 300 (c) 555 (d) None of these.
64. Speed of Medical vane is fixed at ————– kmph .
(a) 100 (b) 110 (c) 75 (d) 120
65. Permissible speed of 4 wheel tank wagon (in empty condition) 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 these.
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 these.
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 one LHB coach are ………..
(a) 08 (b) 04 (c) 18 (d) 16
71. No. of dump valve in one LHB coach are………
(a) 08 (b) 02 (c )06 (d) 04
72. Type of coupler used in LHB coach is……….
(a) H-type. (b) HETA (c) Alliance-II (d) None of these.
73. Cylinder Piston stroke of LHB coach is………mm
(a) 32 (b) 10 (c) 15 (d) None of these.
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 these.
77. POH of LHB coach is done in 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 these
79. No. of articulated arms in fiat bogie are………..
(a) 04 (b) 08 (c) 06 (d) None of these.
80. Primary suspension used in fiat bogie is……….

 

(a) Double-nest coil spring (b) single-nest coil spring (c) shock absorber (d) None of these.
81. Lateral & longitudinal guidance of fiat bogie is made by………….
(a) Dashpot (b) Articulated control arms (c) side bearer. (d) None of these.
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 these
84. …………….type of bearing is used in FIAT Bogie:
(a) Spherical Roller Bearing (b) CTRB (c) Ball Bearing (d) None of these
85. Type of coach body shell used in hybrid coach is:
(a) ICF (b) LHB (c) BEML (d) None of these
86. Type of bogie used in hybrid coach is:
(a) ICF (b) FIAT (c) Modified ICF (d) None of these
87. FIAT bogie is capable to negotiate the curve of 100 at the speed up to:
(a) 100 Kmph (b) 60 Kmph (c) 40 Kmph (d) 30 Kmph
88. Air Spring working pressure in Hybrid coach is ________ Kg/cm2:
(a) 6 (b) 5 (c) 4.8 (d) 3.5
89. Capacity of main reservoir of air spring system is___________ Liter.
(a) 180 (b) 170 (c) 150 (d) None of these
90. Capacity of Auxiliary Reservoir used in air spring is___________ Liter .
(a) 100 (b) 60 (c) 80 (d) 40
91. Nos. of levelling valves fitted in one air spring bogie are:
(a) 02 (b) 06 (c) 04 (d) 08
92.More than 1.5 Kg/cm2 pressure drop in air spring fitted train the restricted speed is permissible
up to __________ Kmph:
(a) 50 (b) 40 (c) 60 (d) 25
93.No. of Duplex check valve fitted in Air Spring bogie are:
(a) 01 (b) 04 (c) 05 (d) None of these
94. During Proper pressure in air spring the position of leveling valve becomes
(a) Vertical (b) Horizontal (c) Inclined (d) None of these
95. In Air Spring Bogie gap maintained between lower plank and upper 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 supply of Air pressure is made through:
(a) BP (b) AR (c) FP (d) None of these
98. Axle capacity of BOXNR wagon is _________ Tones:
(a) 33.9 (b) 19.9 (c) 22.9 (d) None of these
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 these
101. Height of BOXNR wagon is __________ mm.
(a) 2000 (b) 3125 (c) 1827 (d) 2127
102. No. of side stanchions used in BOXNR wagon are:
(a) 12 (b) 09 (c) 11 (d) None of these.
103. Floor sheet material used in BOXNR wagon is………….
(a) IRSM-41 (b) Mild Steel (c) IRSM-44 (d) None of these
104. H-type coupler is used in ………..
(a) Coaching stock (b) Wagon stock (c) Engine (d) none of these.
105. ……….. type of coupler is used in locomotive.
(a) AAR-‘E’ (b) H-type (c) HTEA type (c) Alliance -II
106. Horizontal gripping in H-type coupler is…………….mm
(a) +/-110 (b) +/-90 (c) +/-80 (d) +/-100
107. Vertical gripping in H-type coupler is…………….mm
(a) +/-110 (b) +/-90 (c) +/-80 (d) +/-100
108. …………Draft gear is used with HTEA coupler

 

(a) RF-361 (b) HR-40-1 (c) HR-8-1. (d) none of these
109. In case of fully locked condition of knuckle in H-type coupler, Position of rib should be…….
(a) Vertical (b)Horizontal (c) 60o (d) 45o
110 .Standard distance between knuckle nose & guard arm is…………mm
(a) 127 (b) 135 (c) 130 (d) None of these.
111. Permissible wear in knuckle nose is……….mm
(a) 10 (b) 08 (c) 15 (d) 06
112. CBC knuckle is divided into…………zones
(a) 3 (b) 4 (c) 2 (d) 5
113. Position of CBC knuckle broken from knuckle pivot pin hole is called………..
(a) A-zone (b) B-zone (c) C-zone (d) D-zone
114. Position of CBC knuckle nose broken after wear is called………..
(a) A-zone (b) B-zone (c) C-zone (d) D-zone
115. Function of auxiliary anticreap is done by………..
(a) Lever connecting nose (b) locking piece (C) knuckle thrower (d) anti rotation lug
116. Size of anti rotation lug is……….mm
(a) 210 X 16X 16 (b) 220X16X16 (c) 235X12X12 (d)310X16X16
117. CBC control gauge No. 3 is used to detect the diffect of………..
(a) Knuckle (b) locking piece (c) knuckle thrower (d)toggle
118. Capacity of RF-361 draft gear is……………Kgm
(a) 5385 (b) 5725 (c) 6200 (d) 6000
119. Capacity of MK-50 draft gear is……………Kgm
(a) 5385 (b) 5725 (c) 6200 (d) 6000
120. In wagon stock during service Maximum slack permitted in CBC is………..mm.
(a) 12 (b) 19 (c) 25 (D) None of these.
121. Stroke of H-type coupler in tension position is……….mm.
(a) 58 (b) 60 (c) 65 (d) 42
122. Stroke of H-type coupler in compressed position is……….mm.
(a) 80 (b) 60 (c) 65 (d) 42
123. Revised codal life of blanket used in linen is………months.
(a) 14 (b) 48 (c) 60 (d) 30
124. Quality of linen to be inspected……….percentage after receiving washed linen.
(a) 1 (b) 2 (c) 3 (d) 5
125. Slackless drawbar is used in………….wagon
(a) BLC (b)BOXNHA (c)BOXNEL (d)BOXNHL
126. Helical springs are used in……………draft gear.
(a) MK-50 (b) RF-361 (c) HR-40 (d) None of these.
127. Rehabilitation of coaching stock is crried out between ……………………..
(a) 10 to 15 years (b) 12 to 15 years (c) 15 to 18 years (d) None of these.
128. The periodicity of pest control in AC coaches is…………………
(a) 15dayes (b) 7 dayes (c) 1 month (d) None of these.
129. Coach holding capecity of a coahing depot is………………
(a) Primary Coaches (b) Secondary coaches (c) Primary + 50% of Secondary coaches (d)
None of these.
130. Side bearer oil level is cheked at the interval of ……………..
(a) 15 days (b) one month (c) Two month (d) None of these.
131. Dirt collector should be cleaned at the interval of ……………….
(a) one month (b) Two month (c) Three month (d) None of these.
132………………………. Oil is used in dashpot guide?
(a) Servo RR-3 (b) Servoline 68 (c) Lithium base grease (d) None of these.
133.The standard thicknes of compensating rings is………………………
(a) 2 mm (b) 6 mm (c) 4 mm (d) 8 mm
134.Difference of Hardness of both wheels on the same axle should not be more than………….
(a) 70BHN (b) 35 BHN (c) 65 BHN (d) 45 BHN
135. Total lenth of ICF-axle is ………………
(a) 2310+0.5/-0.0 (b) 2316+0.5/-0.0 (c) 2318+0.5/-0.0 (d) None of these.

 

136. On ICF journal, a taper should not exceed…………….mm.
(a) 0.010/0.015 (b) 0.015/0.010 (c) 0.010/0.025 (d) None of these.
137. The wheel gauge should be measured on………………….
(a) Off load condition (b) Loaded wagon (c) Empty wagon (d) None of these.
138. Types of side bearers fitted in CASNUB 22 HS bogie …………………
(a) metal CC type (b) Spring loaded CC type side bearer & PU type (c) Roller Type (d) None of these.
139. The diameter of buffer plunger face of ICF coaches is………………….
(a) 552 mm (b) 457 mmm (c) 493 mm (d) 510 mm
140. The distance between two buffers at one end………………
(a) 1956 mm (b) 1952 mm (c) 1976 mm (d) 1992 mm
141. The ICF buffer plunger is made of………………
(a) Mild Steel (b) Cast Steel (c) Cast iron (d) None of these.
142.Water tank capacity of ICF coach is……………
(a) 1600 liter (b) 1800 litere (c) 1700 litre (d) None of these.
143. The capacity of control reservoir of passenger coach is……….
(a) 6 litre (b) 7 liter (c) 9 liter (d) None of these.
144. After reaching on a accident site first step to ……………….
(a) prima facie cause of accident (b) First aid of injured (c) protection of site (d)arranging food.
145. Work of Control reservoir in air brack system is………………………….
(a) To control BP pressure (b) To control DV valve (c) To control Brack system (d) None of these.
146. The capacity of control reservoir in Goods Stock is….……….
(a) 6 litre (b) 7 liter (c) 9 liter (d) None of these.
147. Brack power certificate issued for Premium rakes is valid for…………
(a) 7+/-4 dayes (b) 10+/-2/o dayes (c) 15+/-3 dayes (d) None of these.
148. The colour of BPC of CC rake is……………….
(a)Yellow (b) Red (c) Green (d) None of these.
149. The colour of BPC of Premium rakes is ……………….
(a)Yellow (b) Red (c) Green (d) None of these.
150. A category depot will issue BPC of CC rake valid up to…………………….
(a) 4500Km (b) 7500 Km (c) 6000Km (d) None of these.
151. Specal A category depot will issue BPC of CC rake valid up to…………………….
(a) 4500Km (b)7500 Km (c)6500Km (d) None of these.
152.A category depot will issue BPC of CC rake valid …………………….
(a) 30 days (b)35 days (c)45 days (d) None of these.
153. Specal A category depot will issue BPC of CC rake valid …………………….
(a) 30 dayes (b)35 dayes (c)45 dayes (d) None of these.
154. The BPC of ballast train is valid for…………………………………..
(a) 30 dayes (b)15 dayes (c)7 dayes (d) None of these.
155. ……………is the Maintenance manual of Casnub bogie
(a) G 97 (b) G95 (c) G 72 (d) None of these.
156. The Maintenance manual of BOXN wagon fitted with Casnub bogie…………
(a) G 97 (b) G95 (c) G 70 (d) None of these.
157. The time of overcharged protection in control chamber of coaching stock is…………….
(a) 25 sec (b) 30 sec (c) G 45 sec (d) None of these.
158. Working pressure of BTPN safety valve is…………………………..
(a) 1.4 kg/cm2 (b) 2.1 Kg/cm2 (c) 4.1 Kg/cm2 (d) None of these.
159. Automatic twist locks used in BLC wagon…………
(a) 7 (b) 8 (c) 9 (d) None of these.
160. Force required to lock automatic twiste lock of BLC wagon is………….
(a) 600Kg (b) 700Kg (c)G 800kg (d) None of these.
161. Force required releasing automatic twiste lock of BLC wagon is………………
(a) 600Kg (b) 700Kg (c) G 800kg (d) 1000kg.
162.Failure of locomotive is the ………….class of accident
(a) J (b) N (c) E (d) P.
163. If gauge is found more than 1682 mm it is termed as……….
(a) Slack gauge (b) Standard gauge (c) Tight gauge (d) Short gauge.
164.As per accident manual accidents are classified in 16 categories from A to R excluding……………
(a) B & D (b)I & O (c)P & Q (d) J & K
165. ………………does not cover under definition of cattle as par accident Manual.
(a) Cow (b)Elephant (c)Buffalo (d)Donkey

 

166. Rate of variation in cross level per meter is called
(a) Twist (b)Creep (c)Cant (d) Buckling
167.The longitudinal movement of rails in the track is called————
(a) Twist (b) Buckling (c) Creep (d) Cant.
168.Cant or Super-elevation is provided at——–
(a) Straight track (b) Left curve only (c)Right curve only (d) Curves.
169. Clearance of check rail on the curves in BG………..
(a) 30mm (b)36mm (c)44mmm (d) 50mm
170.Tack Gauge is measured……………mm below the rail top
(a) 13mm (b)10mmm (c)14mmm (d) 08mm
171.If gauge is found less than 1670 mmon straight track is termed as……………
(a) Slack gauge (b) Standard gauge (c)Tight gauge (d)Short gauge.
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

True or false
1. Axle mounted disc system is provided in ICF coach. (T/F)
2. 19 mm choke dia is provided in PEAV of LHB Coach (T/F)
3. Maximum dia of axle mounted disc in LHB Coach is 640 mm (T/F)
4. 2 No. of Air Conditioning Plant are provided in AC LHB Coach (T/F)
5. Brake Cylinder dia of LHB Coach is 10 inch. (T/F)
6. Piston Stroke of brake cylinder fitted in LHB Coach is 32 mm (T/F)
7. Only Primary Suspension is provided in Fiat Bogie (T/F)
8. POH of LHB Coach is carried out at nominated workshop (T/F)
9. POH of LHB Coach is done on an interval of 36 months (T/F)
10. IOH of LHB Coach is done on an interval of 18 months (T/F)
11. Articulated control arms are provided in ICF Coach (T/F)
12. Lateral and longitudinal guidance is provided by articulated arm in fiat bogie (T/F)
13. Condemning wheel diameter of LHB Coach is 825 mm (T/F)
14. WSP system is provided in LHB Coach (T/F)
15. CDTS System is not provided in LHB Coach (T/F)
16. Maximum permissible speed of LHB Coach is 200 Km/h (T/F)
17. CDTS discharges toilet waste only when train crosses the speed of 30 KMPH. (T/F)
18. Weight per meter length of LHB coach is approximate 10% less than conventional
Coach. (T/F)
19. Single nest coil spring primary suspension is used in a FIAT. (T/F)
20. Air spring pressure in hybrid coach is 5 kg/cm 2. (T/F)
21. There are 4 number of leveling valve provided in hybrid coach. . (T/F)
22. In air spring ICF bogie 04 No. of duplex check valve are fitted. . (T/F)
23. Position of leveling valve lever will be horizontal in air spring in case of proper
Pressure. (T/F)
24. 22.9 Tone is the axle load capacity of BOXN-R wagon. (T/F)
25. BOXN-R wagon body is made of stainless steel (IRSM-44). (T/F)
26. Floor sheet thickness OF BOXN-R wagon is 3.5 mm. (T/F)
27. Side panel thickness of BOXN-R wagon is 2.0 mm. (T/F)
28. In CDTS supply of air pressure is made through BP. (T/F)
29. Main reservoir capacity of air spring fitted coach is 150 L. (T/F)
30. Phonic wheel sensor is provided for detecting the speed in LHB coaches. (T/F)
31. H type coupler is used in locomotives. (T/F)
32. HTEA type coupler is used in wagon stock (T/F)
33. Horizontal Gathering in H type coupler is +/-110 mm (T/F)
34. Knuckle pivot pin is provided in CBC to transfer tractive force. (T/F)
35. Contour gauge no. 3 is used to detect defect in locking piece provided in CBC. (T/F)
36. Distance between lever connector nose and bottom of the coupler body should not be less
than 25 mm (T/F)
37. Clear visibility of tell – tale slot in V shape of rotary lever indicates proper locking of
Knuckle. (T/F)
38. Function of anti creep device is to resist unlocking of CBC. (T/F)
39. RF 361 draft gear is provided with H type coupler (T/F)
40. MK-50 Draft Gear is provided with HTEA type coupler (T/F)
41. Shank wear plate is provided in coupler body (T/F)
42. Yoke pin is a headless pin (T/F)
43. Elastomeric pads are provided in MK-50 draft gear. (T/F)
44. Hauling capacity of HTEA coupler is 9000 ton. (T/F)
45. Knuckle thrower in CBC is provided to unlock the CBC. (T/F)
46. CBC operating handle is provided at right hand end of wagon. (T/F)
47. Capacity of RF-361 draft gear is 5725 kgm. (T/F)
48. Capacity of MK-50 draft gear is 5385 kgm (T/F)
49. Capacity of HR-40 draft gear is 6200 kgm (T/F)
50. Size of bearing piece slot of CBC operating handle is 17.5 mm (T/F)
51. H type coupler is provided in LHB and ICF coaches both. (T/F)
52. Inclination of slot in bearing piece slot of operating handle is 150. (T/F)
53. preload of draft gear in H type coupler is 30 kg N. (T/F)
54. Maximum variation in CBC height is 75 mm. (T/F)
55. CBC components are lubricated during ROH wagon. (T/F)
56. Standard distance between knuckle nose and guard arm is 130 mm. (T/F)
57. Knuckle pin is made of class Vsteel. (T/F)
58. Yoke pin is made of class IVsteel. (T/F)
59. All electric locomotives are fitted with transition type CBC. (T/F)
60. Toggle is a part of rotary lever assembly of CBC. (T/F)
61. Cartage taper roller bearing is used in ICF Bogie. (T/F)
62. IOH of ICF coach is done in after 09 months. (T/F)
63. ‘A’ dimension of AC coach is16$2@&0mm (T/F)
64. Oil level in dashpot is 60mm. (T/F)
65. Meaning of CIA is carriage alteration instructions. (T/F)
66. Over hauling of Alarm Chain System is done in B Schedule. (T/F)
67. Oil Capacity of Non- modified dashpot of ICF coach is 1.4 liter. (T/F)
68. Speed of A class ODC in night is 40 KMPH. (T/F)
69. IOH of shatabadi coach is done in 09 months. (T/F)
70. Codal life of PCV is 40 years. (T/F)

71. RA is a OCV. (T/F)
72. Over hauling of DV of BOXN wagon is done in 4.5 Year. (T/F)
73. CTRB is used in BMBS Wagon. (T/F)
74. Steaming is not done in tank wagon during POH. (T/F)
75. Flat tyre limit on wagon is 65mm. (T/F)
76. Wheel base of UIC Bogie is 2000±5 mm. (T/F)
77. 12mm and 37 mm packing is used in UIC bogie. (T/F)
78. Axle load of BOXN HA wagon is 22.9 Ton. (T/F)
79. Codal Life BOXN is 30 year. (T/F)
80. RA is a PCV. (T/F)
81. Over hauling of coach DV is done in 05 Year. (T/F)
82. SAB is fitted in BMBS. (T/F)
83. Steam Cleaning of tank wagon is done during ROH (T/F)
84. Flat tyre limit of wagon is 50MM. (T/F)
85. Wheel base of casnub bogie is 2000+- 10mm. (T/F)
86. 12mm and 37 mm packing is used in casnub bogie. (T/F)
87. Axle load of BOXN HS wagon is 22.9 Ton. (T/F)

 

88. Spherical roller bearing is used in ICF Bogie (T/F)
89. POH of BVZI is done at the interval of 09 months (T/F)
90. WAI means Carriage Alteration Instructions. (T/F)
91. A- dimension of AC coach is 18±2/0 mm. (T/F)
92. Breakage of CBC Knuckle is a ‘S’ mark rejection. (T/F)
93. President of IRCA is General Mnanager of Northern Railway. (T/F)
94. Wear in Knuckle of CBC is a ‘S’ mark rejection. (T/F)
95. IRCA Rule Book part III is apllied for wagon stock. (T/F)
96. IRCA Rule Book part IV is applied for coaching stock. (T/F)
97. Breakage of spring is without ‘S’ mark rejection. (T/F)
98. Rejections are given in chapter IV of IRCA Rule Book part III & IV. (T/F)
99. Instruction of Rule Book part III & IV are mandatary to follow for maintenance. (T/F)
100. Neutral Control department works under the control of Member Mechanical. (T/F)

Answers.

1. F 41. T 81. F
2. T 42. T 82. F
3. T 43. T 83. T
4. T 44. T 84. F
5. T 45. T 85. F
6. F 46. T 86. T
7. F 47. T 87. F
8. T 48. T 88. T
9. T 49. T 89. F
10. T 50. T 90. F
11. F 51. T 91. F
12. T 52. T 92. T
13. F 53. T 93. T
14. T 54. T 94. F
15. F 55. F 95. T
16. T 56. F 96. T
17. T 57. T 97. F
18. T 58. F 98. T
19. T 59. T 99. T
20. F 60. T 100. F
21. T 61. F
22. F 62. T
23. T 63. F
24. T 64. F
25. T 65. T
26. F 66. T
27. F 67. T
28. F 68. T
29. T 69. T
30. T 70. F
31. F 71. T
32. T 72. T
33. T 73. T
34. F 74. F
35. F 75. F
36. T 76. T
37. T 77. F
38. T 78. T
39. F 79. T
40. T 80. F

dSjt ,oa oSxu
¼fgUnh½

(fjDr LFkkuksa dh iwfrZ ds fy, lgh fodYi dk pquko djsaA½
1- vkbZlh,Q dksp dk jkbZfMax bUMsDl ———————— gksrk gSA
¼d½ 3-5 ¼[k½ 4-78 ¼x½ 5-8 ¼?k½ 2-2
2- ,y,pch dksp dh vf/kdre xfr lhek ——————– ds,eih,p gksrh gSA
¼d½ 120 ¼[k½ 160 ¼x½ 110 ¼?k½ 130
3- chVhih,u oSaxu esa——————– jksyj fo;fjax iz;qDr gksrh gSA
¼d½ flfyfUMªdy ¼[k½ Iysu ¼x½ dkVsZt Vsij ¼?k½ ckWy
4- ckWDlu dk ihvks,p —————ekg ds le;kUrjky ij gksrk gSA
¼d½ 12 ¼[k½ 09 ¼x½ 18 ¼?k½ 54
5- vkbZ-lh-,Q- dksp dk ihvks,p——————ekg le;kUrjky ij gksrk gSA
¼d½ 24 ¼[k½ 12 ¼x½ 18 ¼?k½ 30
6- ukWu ,lh dksp esa iz;qDr pDdksa dh ,Dly yksM {kerk—————————-Vu gksrh gSA
¼d½ 16-0 ¼[k½ 13-0 ¼x½ 20-3 ¼?k½ 18-3
7- dksp ds cQj dh jsy ysoy ls U;wure m¡pkbZ ———————-,e,e gksrh gSA
¼d½ 1030 ¼[k½ 1105 ¼x½ 900 ¼?k½ 1075
8- bUMksteZu ekWfMfQds’ku esa ekWfMQkbM czsd che gSaxj dh yackbZ ———————
,e,e gksrh gSA
¼d½ 325 ¼[k½ 235 ¼x½ 250 ¼?k½ 150
9- okuZ Oghy izksQkby esa ¶ysUt dh eksVkbZ ———————-feeh- gksrh gSA
¼d½ 22 ¼[k½ 16 ¼x½ 25 ¼?k½ 28-5
10- chlh,u , oSxu esa iz;qDr :Q ‘khV dh eksVkbZ ———————,e,e gksrh gSA
¼d½ 2-4 ¼[k½ 0-6 ¼x½ 1-6 ¼?k½ 2-5
11- ckDl ,u vkj esa iz;qDr ¶yksj ‘khV dk eSVsfj;y ——————— gS
¼d½ ekbYM LVhy ¼[k½ dkVZu LVhy ¼x½ LVsUySl LVhy ¼?k½ buesa ls dksbZ ugha
12- dSluo ckxh dk Oghy osl —————— ,e,e gksrk gSA
¼d½ 2000 ¼[k½ 2400 ¼x½ 1200 ¼?k½ 900
13- ,adj fyad dh yackbZ ————- gksrh gSA
¼d½ 451 ¼[k½ 500 ¼x½ 580 ¼?k½ buesa ls dksbZ ugha
14- vykeZ pSu dh VsfLVax ——————- ds-th- Hkkj ij dh tkrh gSA
¼d½ 5 ¼[k½ 10 ¼x½ 25 ¼?k½ 20
15- bDosykbftax LVs jkWM dh xzhflax ——————–‘ksM~;qy esa dh tkrh gSA
¼d½ , ¼[k½ ch ¼x½ lh ¼?k½ Mh
16- gkbZ LihM dksp dk ,&Mk;esUlu ———————–mm gksrk gSA
¼d½ 16±2 ¼[k½ 18±2 ¼x½ 22±2 ¼?k½ buesa ls dksbZ ughaA
17- Mh lh ih Vkbi Qk;j baLVhX;wlj ———————–vkx cq>kus ds fy, mi;qDr gSA
¼d½ Mhty ¼[k½ fo|qr ¼x½ isVªksy ¼?k½ lHkh
18- ,y,pch dksp esa dqy —————————yscksVjh gksrh gSA
¼d½ 02 ¼[k½ 03 ¼x½ 04 ¼?k½ 06
19- xqM~l oSaxu esa U;wure cQj gkbZV ———————,e,e gksrh gSA
¼d½ 1030 ¼[k½ 1075 ¼x½ 1105 ¼?k½ 995
20- dSluo cksxh dk U;wure Oghy Mk;k————————-,e,e gksrk gSA
¼d½ 1000 ¼[k½ 906 ¼x½ 1092 ¼?k½ 950

 

21- bykLVks eSfjd iSM dh dUMfexa gkbZV ————————–,e,e gksrh gSA
¼d½ 40 ¼[k½ 42 ¼x½ 46 ¼?k½ buesa dksbZ ughaA
22- ;wvkblh cksxh esa —————————-fc;fjax iz;qDr gksrh gSA
¼d½ flys.fMªdy ¼[k½ LQsfjdy ¼x½ lhVhvkjch ¼?k½ buesa dksbZ ughaA
23- oSaxu esa yxh ,d ds’kuc cksfx;ksa esa yxs OghYl ds Mk;k esa ijfeflcy
varj ——————-,e,e gksrk gSA
¼d½ 5 ¼[k½ 10 ¼x½ 13 ¼?k½ 25
24- Oghy esa “kkiZ ¶ySat dh vuqes; lhek——————–feeh gksrh gSA
¼d½ 35 ¼[k½ 50 ¼x½ 16 ¼?k½ buesa dksbZ ughaA
25 ds’kuc cksxh esa lhchlh gkbZV lek;kstu ds fy, iSfdxa —————– feeh- iz;ksx
dh tkrh gSA
¼d½ 37 ¼[k½ 25 ¼x½ 35 ¼?k½ buesa dksbZ ughaA
26- ckDl,u dk ,&Mk;esa’ku ——————– ,e,e gksrk gSA
¼d½ 70±2 ¼[k½ 70$2&0 ¼x½ 50±2 ¼?k½22±2
27- [kkyh voLFkk esa ckDl,u dk fiLVu LVªksd——————– ,e,e gksrk gSA
¼d½ 75±10 ¼[k½ 85±10 ¼x½ 130±10 ¼?k½ 60±10
28- ckDl,u ,p,y QhM ikbZi dk izs’kj ——————-dsth@oxZlseh gksrk gSA
¼d½ 5 ¼[k½ 6 ¼x½ 3-8 ¼?k½ buesa dksbZ ughaA
29- ———————- ds }kjk ,Dly dh VsfLVxa dh tkrh gSA
¼d½ MhihVh ¼[k½ ;w,lVh ¼x½ Oghy xst ¼?k½ buesa dksbZ ughaA
30- LVªsV VªSd ij nksuksa VªSd ¼VªSd xst½ ds chp dh nwjh ——————–,e,e gksrh gSA
¼d½ 1676±6 ¼[k½ 1600$2&1 ¼x½ 1599 ¼?k½ buesa dksbZ ughaA
31- ,ykeZ pSu flLVe dh vksoj gkWfyax ——————– ekg esa dh tkrh gSA
¼d½ 03 ¼[k½ 05 ¼x½ 09 ¼?k½ buesa dksbZ ughaA
32- dSluo cksxh dk lSUVj fioksV ——————— dk cuk gksrk gSA
¼d½ dkLV vk;ju ¼[k½ dkLV LVhy ¼x½ ekbYM LVhy ¼?k½ LVsUkySl LVhy
33- ,ugsal LØw difyax dh izqQ yksM dSisflVh ——————– Vu gksrh gSA
¼d½ 36 ¼[k½ 70 ¼x½ 75 ¼?k½ 130
34- ch-,y-lh- oSaxu ds ,d ;wfuV esa ——————- dkj ,- gksrs gSaA
¼d½ 3 ¼[k½ 5 ¼x½ 2 ¼?k½ 4
35- xqM~l oSaxu esa vf/kdre cQj gkbZV ———————,e,e gksrh gSA
¼d½ 1030 ¼[k½ 1075 ¼x½ 1105 ¼?k½ 995
36- ;w-vkbZ-lh-cksxh dk vf/kdre Oghy Mk;k ————————-,e,e gksrk gSA
¼d½ 1000 ¼[k½ 990 ¼x½ 1092 ¼?k½ 950
37- lh-lh- iSM dh Qzh gkbZV ————————–,e,e gksrh gSA
¼d½ 114 ¼[k½ 36 ¼x½ 56 ¼?k½ buesa ls dksbZ ugha
38- dS’kuc cksxh esa —————————-fc;fjax iz;qDr gksrh gSA
¼d½ flysf.Mªdy ¼[k½ LQsfjdy ¼x½ lhVhvkjch ¼?k½ buesa dksbZ ughaA
39- ,d oSaxu esa yxh nks ds’kuc cksfx;ksa esa yxs OghYl ds Mk;k esa ijfeflcy
varj ——————-,e,e gksrk gSA
¼d½ 5 ¼[k½ 10 ¼x½ 13 ¼?k½ 25
40 Oghy esa Mhi ¶ySat dh———————–,e,e dh vuqes; lhek gksrh gSA
¼d½ 35 ¼[k½ 50 ¼x½ 28 ¼?k½ 22
41- ds’kuc 22 MCY;w,e cksxh esa lhchlh gkbZV lek;kstu ds fy, 37 feeh- dh iSfdax
———————-,e,e Oghy Mk;k gksus ij yxk;h tkrh gSA
¼d½ 924 ¼[k½ 900 ¼x½ 905 ¼?k½ 950
42- chVhih,u dk ,&Mk;esa’ku ——————– ,e,e gksrk gSA
¼d½ 70±2 ¼[k½ 70$2&0 ¼x½ 50±2 ¼?k½22±2

 

43- chVhih,u dk fiLVu LVªksd ¼[kkyh voLFkk½ ——————– ,e,e gksrk gSA
¼d½ 70±10 ¼[k½ 87±10 ¼x½ 130±10 ¼?k½ 117±10
44- czsd ikbZi dk izs’kj ——————-dsth@oxZlseh gksrk gSA
¼d½ 5 ¼[k½ 6 ¼x½ 3-8 ¼?k½ 4
45- Vk;j fMQsDV xst ls ———————- psd fd;k tkrk gSA
¼d½ Oghy fMQsDV ¼[k½ ody fMQsDV ¼x½ lhohlh fMQsDV ¼?k½ Mksj fMQsDV
46- Oghy xst ¼nksuksa Oghy ds chp dh nwjh½ ——————–,e,e gksrh gSA
¼d½ 1600±2 ¼[k½ 1600$2&1 ¼x½ 1599 ¼?k½ 1676±3
47- ,y-,p-ch- dksp dk jkbfMax baMSDl ————————- gksrk gSA
¼d½ 2-75 ¼[k½ 2-0 ¼x½ 4-8 ¼?k½ buesa ls dksbZ ugha
48- ds VkbZi dEiksftV czsd CykWd dk QzhD’ku dksfQfl;sUV ——————— gksrk gSA
¼d½ 1-4 ¼[k½ 2-8 ¼x½ 1-6 ¼?k½ 0-25
49- ch-,y-lh- oSaxu ds ,d ;wfuV esa ——————- dkj ch- gksrs gSaA
¼d½ 3 ¼[k½ 5 ¼x½ 2 ¼?k½ 4
50- lhVhvkjch esa —————— xzke xzhl Hkjh tkrh gSA
¼d½ 455±30 ¼[k½ 250±30 ¼x½ dqN ugha ¼?k½ 1500
51- chVhihth,y,u oSaxu esa——————– jksyj fo;fjax iz;qDr gksrh gSA
¼d½ flfyUMªdy ¼[k½ Iysu ¼x½ dkVsZt Vsij ¼?k½ ckWy
52- vkbZlh,Q dksp dk vkbZvks,p —————ekg le;kUrjky ij gksrk gSA
¼d½ 12 ¼[k½ 09 ¼x½ 18 ¼?k½ 54
53- oSxu esa ¶ySV Vk;j dh lhek ————— ,e ,e gksrh gSA
¼d½ 20 ¼[k½ 50 ¼x½ 75 ¼?k½ 60
54- ,lh dksp esa iz;qDr pDdksa ds ,Dly yksM {kerk—————————-Vu gksrh gSA
¼d½ 16-3 ¼[k½ 13-3 ¼x½ 20-3 ¼?k½ 18-3
55- fdlh Hkh oSxu esa cQj dh jsy ysoy ls U;wure m¡pkbZ ———————-,e,e gksrh gSA
¼d½ 1030 ¼[k½ 1105 ¼x½ 900 ¼?k½ 1075
56- dksfpax LVkWd ds fy, ,&’ksM~;qy dks ————-ekg le;kUrjky ij fd;k tkrk gSA
¼d½ 01 ¼[k½ 03 ¼x½ 09 ¼?k½ 12
57- , Dykl vksMhlh dh xfr fnu esa ——————— ds,eih,p gksrh gSA
¼d½ 100 ¼[k½ 110 ¼x½ 90 ¼?k½ 40
58- okuZ Oghy izksQkby esa ¶ysUt dk u;wUre eksVkbZ———————-feeh- gksrh gSA
¼d½ 22 ¼[k½ 16 ¼x½ 25 ¼?k½ 20
59- ckDl ,u dh ,&Mk;esa”ku ————– feeh gksrh gSA
¼d½ 85 ¼[k½ 22 ¼x½ 16 ¼?k½ 70+
60- ckDl-,u-,p-,y esa iz;qDr ¶yksj ‘khV dk eSVsfj;y ——————— dk gksrk gSA
¼d½ ekbYM LVhy ¼[k½ dkVZu LVhy ¼x½ vkbZvkj,l,e&44 ¼?k½ buesa ls dksbZ ugha
61- ;wvkbZlh cksxh dk Oghy osl —————— ,e,e gksrk gSA
¼d½ 2000 ¼[k½ 2400 ¼x½ 2896 ¼?k½ dksbZ ugha
62- vkbZlh,Q cksxh esa pDds dks ysVjy ,oa ykWxhV~;wMuy xkbZMsal ———-}kjk izkIr gksrk gSA
¼d½ MsliksV ¼[k½ fLizax ¼x½ lkbZM fo;jj ¼?k½ buesa ls dksbZ ughaA
63- ckDl ,u dk bZ&Mk;esUlu ———————–feeh gksrk gSA
¼d½ 255 ¼[k½ 300 ¼x½ 555 ¼?k½ buesa ls dksbZ ughaA
64- eSMhdy oSu dh LihM ——————-ds,eih,p fu/kkfjZr dh xbZ gSA
¼d½ 100 ¼[k½ 110 ¼x½ 75 ¼?k½ 120
65- 4&Oghyj Vsad oSxu dh ijfefLkfoy LihM [kkyh voLFkk esa ————— gSA
¼d½ 100 ¼[k½ 60 ¼x½ 90 ¼?k½ 110
66- chokbZtsMvkbZ dk fiLVu LVªksd ——————- gksrk gSA
¼d½ 22 ¼[k½ 32 ¼x½ 72 ¼?k½ buesa ls dksbZ ughaA
67- ,y,pch dksp dh yackbZ ——————— feeh gksrh gSA

 

¼d½ 23540 ¼[k½ 22996 ¼x½ 26740 ¼?k½ 24351
68- ,y,pch dksp esa ,Dly ekmaVsM fMLd czsd dk vf/kdre O;kl ——————- feeh
gksrk gSA
¼d½ 890 ¼[k½ 640 ¼x½ 540 ¼?k½ buesa ls dksbZ ugha
69- fMLd czsd flLVe esa czsd iSM dh eksVkbZ —————– feeh gksrh gSA
¼d½ 32 ¼[k½ 38 ¼x½ 35 ¼?k½ 40
70- ,d ,y,pch dksp esa czsd flys.Mj dh la[;k —————- gksrh gSA
¼d½ 08 ¼[k½ 04 ¼x½ 18 ¼?k½ 16
71- ,d ,y,pch dksp esa MEi okYo dh la[;k ——————- gksrh gSA
¼d½ 08 ¼[k½ 02 ¼x½ 06 ¼?k½04
72- ,y,pch dksp esa ——————- diyj iz;ksx fd;k tkrk gSA
¼d½ ,p&VkbZi ¼[k½ ,pbZVh, ¼x½ ,ykbal&AA ¼?k½buesa ls dksbZ ugha
73- ,y,pch dksp ds flys.Mj dk fiLVu LVªksd ————— feeh gksrk gSA
¼d½ 32 ¼[k½ 10 ¼x½ 15 ¼?k½ buesa ls dksbZ ugha
74- fMLd czsd flLVe esa flys.Mj dk O;kl ——————- bap gksrk gSA
¼d½ 08 ¼[k½ 18 ¼x½ 10 ¼?k½ 12
75- ,y,pch dksp esa ,Dthyjh fjt+jok;j dh {kerk —————- yh- gksrh gSA
¼d½ 100 ¼[k½ 125 ¼x½ 200 ¼?k½ 150
76- ,y,pch dksp ds ihbZ,oh dk pksd Mk;k —————– feeh gksrk gSA
¼d½ 08 ¼[k½ 19 ¼x½ 7-5 ¼?k½ buesa ls dksbZ ugha
77- ,y,pch dksp dk ihvks,p ——————— ekg ds varjky ij fd;k tkrk gSA
¼d½ 12 ¼[k½ 18 ¼x½ 36 ¼?k½ 48
78- fQ,V cksxh esa yxs “kkWd ,CtkWcZj dh dqy la[;k————— gksrh gSaA
¼d½ 04 ¼[k½ 08 ¼x½ 09 ¼?k½ buesa ls dksbZ ugha
79- fQ,V cksxh esa ————— vkfVZdqysVsM daVªksy vkeZ yxs gksrs gSaA
¼d½ 04 ¼[k½ 08 ¼x½ 06 ¼?k½ buesa ls dksbZ ugha
80- fQ,V cksxh esa ——————- izdkj dk izkbejh lLisa”ku iz;ksx fd;k tkrk gSA
¼d½ MCky uSLV Dokby fLizax ¼[k½ flaxy uSLV Dokby fLizax ¼x½ “kkWd ,CktksZcj
¼?k½ buesa ls dksbZ ugha
81- fQ,V cksxh esa ysVjy ,oa yk¡fxV~;wMuy xkbMsal —————- }kjk izkIr fd;k tkrk gSA
¼d½ MS”kikWV ¼[k½ vkfVZdqysVsM daVªksy vkeZ ¼x½ lkbM fc;jj ¼?k½ buesa ls dksbZ ugha
82- fQ,V cksxh ds u;s ifg, dk Mk;k ———— feeh gksrk gSA
¼d½ 940 ¼[k½ 825 ¼x½ 1000 ¼?k½ 915
83- fQ,V cksxh ds ifg;s dk daMfeax Mk;k ————– feeh gksrk gSA
¼d½ 845 ¼[k½ 813 ¼x½ 915 ¼?k½ buesa ls dksbZ ugha
84- fQ,V cksxh esa ——————– izdkj dh fc;fjax iz;ksx dh tkrh gSA
¼d½ LQSfjdy jksyj fc;fjax ¼[k½ lhVhvkjch ¼x½ ckWy fc;fjax ¼?k½ buesa ls dksbZ ugha
85- gkbZfczM dksp esa ——————— izdkj dk dksp ckWMh “kSy iz;ksx fd;k tkrk gSA
¼d½ vkbZlh,Q ¼[k½ ,y,pch ¼x½ chbZ,e,y ¼?k½ buesa ls dksbZ ugha
86- gkbZfczM dksp esa ———————- izdkj dh cksxh iz;ksx dh tkrh gSA
¼d½ vkbZlh,Q ¼[k½ fQ,V ¼x½ ekWfMQkbZM vkbZlh,Q ¼?k½ buesa ls dksbZ ugha
87- fQ,V cksxh 100 doZ ij Hkh ———————- Kmph xfr rd ?kweus esa l{ke gSA
¼d½ 100 ¼[k½ 60 ¼x½ 40 ¼?k½ 30
88- gbZfczM dksp esa ,;j fLizax dk izs”kj ————— fdxzk@lseh2 gksrk gSA
¼d½ 6-0 ¼[k½ 5-0 ¼x½ 4-8 ¼?k½ 3-5
89- ,;j fLizax fLkLVe esa yxs esu fjt+jok;j dh {kerk——————— yh- gksrh gSA
¼d½ 180 ¼[k½ 170 ¼x½ 150 ¼?k½ buesa ls dksbZ ugha
90- ,;j fLizax esa yxs vkDthyjh fjtjokj;j dh {kerk ——————- yh- gksrh gSA

 

¼d½ 100 ¼[k½ 60 ¼x½ 80 ¼?k½ 40
91- ,d ,;j fLizax cksxh esa ysofyax okYo dh la[;k ——————- gksrh gSA
¼d½ 02 ¼[k½ 06 ¼x½ 04 ¼?k½ 08
92- 1-5 fdxzk@lseh2 ls T;knk izs”kj MªkWi gksus ij ,;j fLizax fQVsM Vªsu dh izfrcaf/kr xfr
lhek ———— Kmph gksrh gSA
¼d½ 50 ¼[k½ 40 ¼x½ 60 ¼?k½ 25
93- ,;j fLizax cksxh esa yxs MqiysDl okYoksa dh la[;k ————- gksrh gS\
¼d½ 01 ¼[k½ 04 ¼x½ 05 ¼?k½ buesa ls dksbZ ugha
94- fu;r izs”kj vkus ij ,;j fLizax okYo dk yhoj———-iksth”ku esa gksrk gS\
¼d½ ofVZdy ¼[k½ gkWfjtkWUVy ¼x½ >qdk gqvk ¼?k½ buesa ls dksbZ ugha
95- ,vj fLizax cksxh esa yksvj IySUd ,oa vij IySad ds chp xSi ——— fe-fe esuVsu fd;k
tkrk gSA
¼d½280 ¼[k½ 240 ¼x½ 355 ¼?k½ 255
96- lhMhVh,l esa yxs baVjehfM,V VSad dh {kerk ———— yhVj gksrh gS\
¼d½ 100 ¼[k½ 50 ¼x½ 60 ¼?k½ 80
97- lhMhVh,l esa ,;j izs”kj dh lIykbZ ———– }kjk gksrh gS\
¼d½ chih ¼[k½ ,vkj ¼x½ ,Qih ¼?k½ buesa ls dksbZ ugha
98- ckWDl,uvkj oSxu dh ,Dly yksM dSisflVh ———– Vu gksrh gS\
¼d½ 33-9 ¼[k½ 19-9 ¼x½ 22-9 ¼?k½ buesa ls dksbZ ugha
99- ckDl,uvkj oSxu ds lkbM iSuy dh eksVkbZ ————- feeh gksrh gS\
¼d½ 3-15 ¼[k½ 5-15 ¼x½ 2-0 ¼?k½ 7-0
100- ckWDl,uvkj oSxu ds Qyksj “khV dh eksVkbZ ———- feeh gksrh gS\
¼d½ 1-5 ¼[k½ 4-0 ¼x½ 3-5 ¼?k½buesa ls dksbZ ugha
101- ckDl,uvkj oSxu dh Å¡pkbZ ———– feeh gksrh gSa\
¼d½ 2000 ¼[k½ 3125 ¼x½ 1827 ¼?k½ 2127
102- ckWDl,uvkj oSxu esa lkbM LVSUph;Ul dh la[;k———– gksrhs gSa\
¼d½ 12 ¼[k½ 09 ¼x½ 11 ¼?k½ buesa ls dksbZ ugha
103- ckDl,uvkj oSxu dh Qyksj “khV esa ————– eSVsfj;y iz;ksx gksrk gS\
¼d½ vkbZvkj,l,e&41 ¼[k½ ekbYM LVhy ¼x½ vkbZvkj,l,e&44 ¼?k½ buesa ls dksbZ ugha
104- ,p^ VkbZi diyj dk mi;ksx ————- esa fd;k tkrk gSA
¼d½ lh,vkbZ dksfpax LVkd ¼[k½ batu esa ¼x½ oSxu LVkd ¼?k½ buesa ls dksbZ ugha
105. batu esa —————— diyj dk mi;ksx fd;k tkrk gSA
¼d½ ,-,-vkj-bZ VkbZi ¼[k½ ^,p^ VkbZi ¼x½ ,p-Vh-bZ-,- VkbZi ¼?k½ ,ykbzl&AA
106- ^,p^ VkbZi diyj esa————– feeh {kSfrt xSnfjax gksrh gSA
¼d½ ±110 ¼[k½ ±90 ¼x½ ±80 ¼?k½ ±100
107- ^,p^ VkbZi diyj esa ————feeh Å/okZ/kj xSnfj ax gksrh gSA
¼d½ ±110 ¼[k½ ±90 ¼x½ ±100 ¼?k½ ±80
108- ,pVhbZ, diyj ds lkFk ————Mªk¶V fx;j i z;ksx fd;k tkrk gSA
¼d½ vkj-,Q-30&1 ¼[k½,p-vkj-40&1 ¼x½ ,p-vkj-8&1 ¼?k½ buesa ls dksbZ ugha
109- ^,p^ VkbZi diyj esa uôy dk i w.kZ :Ik ls ykWd voLFkk esa fjc dh iksth”ku —————
gksrh gSA
¼d½ Å/okZ/kj ¼[k½ {kSfrt ¼x½ 600 ij ¼?k½ 170 ij
110- uôy xst ,o a diyj xkM Z vkeZ d s chp ————-feeh LV S.MM Z n wjh gksrh gSA
¼d½ 127 feeh ¼[k½130 feeh ¼x½ 135 feeh ¼?k½ 140 fefe
111- uDdy ukst esa ———————- fÄlko vu qes; gS
¼d½ 10 feeh ¼[k½ 08 feeh ¼x½ 15 feeh ¼?k½ 06 fefe
112- Lkh-ch-lh uDdy dks —————————— tksu esa ckWVk x;k g SA

 

¼d½ 3 ¼[k½ 4 ¼x½ 2 ¼?k½ 5
113- Lkh-ch-lh uDdy dk uDdy ihoV fiu gksy ls VwVus ij————- tksu dgrs gSA
¼d½ , tksu ¼[k½ ch tksu ¼x½ lh tksu ¼?k½ Mh tksu
114- Lkh-ch-lh uDdy ukst fo;j gksus ds mijkUr VwVus ij—————– tksu dgrs gSA
¼d½ , tksu ¼[k½ ch tksu ¼x½ lh tksu ¼?k½ Mh tksu
115- Lkgk;d ,UVh dzhi dk dk;Z—————- }kjk gksrk gSA
¼d½ yhoj dusfDVx ukst ¼[k½ ykSfdax ihl ¼x½ uDdy Fkzksvj ¼?k½ ,UVh jksVs”ku yx
116- ,UVh jksVs”ku yx dk lkbt gksrk gS——————— fe-fe
¼d½ 210 X 16X 16 ¼[k½ 220X16X16 ¼x½ 235X12X12 ¼?k½ 310X16X16
117- Lkh-ch-lh dUVªksy xst u0 3 dk iz;ksx————– dh [kjkch tkWpus ds fy;s fd;k Tkkrk gSA
¼d½ uDdy ¼[k½ ykSfdax ihl ¼x½ uDdy Fkzksvj ¼?k½ Vksfxy
118- Mªk¶V fx;j RF-361 dh {kerk ————————- Kgm gksrh gSA
¼d½ 5385 ¼[k½ 5725 ¼x½ 6200 ¼?k½ 6000
119- Mªk¶V fx;j MK-50dh {kerk ————————-fdxzk-eh gksrh gSA
¼d½ 5385 ¼[k½ 5725 ¼x½ 6200 ¼?k½ 6000
120- xqM+l LVkWd esa lfoZl ds nkSju lh-ch-lh esa vf/ksdre LySd————–feeh- vuqes; gSA
¼d½12 ¼[k½ 19 ¼x½ 25 ¼?k½ buesa ls dksbZ ughA
121- ruko dh voLFkk esa H-typediyj dk ————fe-fe LVªksd gksrk gSA
¼d½58 ¼[k½ 60 ¼x½ 65 ¼?k½ 42
122- leihMu dh voLFkk esa H-typediyj dk ————fe-fe LVªksd gksrk gSA
¼d½80 ¼[k½ 60 ¼x½ 65 ¼?k½ 42
123- fyusu esa iz;qDr dEcy dh fjokbtM lfoZl ykbQ———–ekg gksrh gSA
¼d½14 ¼[k½ 48 ¼x½ 60 ¼n½ 30
124- /kqykbZ ds mijkUr izkIr fyusu ds xq.koDrk dh tkWp —————- izfr”kr dh tkrh gS
¼d½1 ¼[k½ 2 ¼x½ 3 ¼?k½ 5
125- LySdySl Mkª ckj dk mi;ksx————— oSxu esa fd;k tkrk gSA
¼d½ BLC ¼[k½ BOXNHA ¼x½ BOXNEL ¼?k½ BOXNHL
126- gSfydy fLizax dk iz;ksx ———————– Mªk¶V fx;j esa fd;k tkrk gSA
¼d½ MK-50 ¼[k½ RF-361 ¼x½ HR-40 ¼?k½ buesa ls dksbZ ugh
127- dksfpasx LVkWd dk ,e,yvkj ———————o’kksZa ds vUrjky esa fd;k tkrk gS\
¼d½10&15 o’kZ ¼[k½12&15 o’kZ ¼x½ 15&18 o’kZ ¼?k½ buesa ls dksbZ ugh
128- ,-lh dksp dk isLV daVªksy —————— fnuksa esa fd;k tkrk gSA
¼d½ 15 fnu ¼[k½ 07 fnu ¼x½ 30 fnu ¼?k½ buesa ls dksbZ ugh
129- dksfpax fMiksa dh gksfYMax dSisflVh ——— gksrk gSA
¼d½ izkbejh dksp ¼[k½ lSds.Mjh dksp¼x½ izkbejh$lSds.Mjh dk 50%¼?k½ buesa ls dksbZ ugh
130- dksp esa lkbM fc;jj dk vkWbfyax ——————— gksrk gSA
¼d½ 15 fnu ¼[k½01 ekg ¼x½ 02 ekg ¼?k½ buesa ls dksbZ ugh
131- MVZ dysDVj dh esUVhusUl —————— fnuksa esa gksrk gSA
¼d½ 30 fnu ¼[k½ 60 fnu ¼x½ 90 fnu ¼?k½ buesa ls dksbZ ugh
132- MS”k iksV esa ————–vkby dk iz;ksx fd;k tkrk gSA
¼d½Servo RR-3 ¼[k½Servoline 68 ¼x½ Lithium base grease ¼?k½ buesa ls dksbZ ugha
133- dEikslsfVax fjax dh eksVkbZ —————— gksrk gSA
¼d½ 2 feeh ¼[k½ 6 feeh ¼x½ 4 feeh ¼?k½ 8 feeh
134- ,d gh ,Dly ij yxs pDdks fd gkMZuSl dk vUrj————- ls T;knk ugha gksuk pkfg;sA
¼d½ 70BHN ¼[k½ 35 BHN ¼x½ 65 BHN ¼?k½ buesa ls dksbZ ugh
135- vkbZlh,Q ,Dly dh dqy yEckbZ ————— gksrh gSA
¼d½ 2310+0.5/-0.0 ¼[k½ 2316+0.5/-0.0 ¼x½ 2318+0.5/-0.0 ¼?k½ buesa ls dksbZ ugha

 

136- vkbZ-lh-,Q tujy esa Vsij —————– ,e,e vuqes; gSA
¼d½ 0.010/0.015 ¼[k½ 0.015/0.010 ¼x) 0.010/0.025 ¼?k½ buesa ls dksbZ ugha
137- Oghy xst —————– fy;k tkrk gSA
¼d½ vkWQ yksM daMh”ku ¼[k½ yksMsM daMh”ku ¼x½ ,EIVh daMh”ku ¼?k½ buesa ls dksbZ ugha
138- dSluc 22 ,p-,l esa ——————– ds lkbM fc;jj dk iz;ksx fd;k tkrk gSaA
¼d½ eSVy lhlh VkbZi ¼[k½ fLizax yksMsM lhlh VkbZi ,.M ih-;w- VkbZi ¼x½ jksyj VkbZi
¼?k½ buesa ls dksbZ ugh
139- vkbZ-lh-,Q- dksp esa cQj Iyatj dk Qsl Mk;k —————- gksrk gSA
¼d½ 552 feeh ¼[k½ 457 feeh ¼x½ 493 feeh ¼?k½ buesa ls dksbZ ugh
140- ,d gh ,.M ij nks cQj ds chpdh nwjh —————– gksrh gSA
¼d½ 1956 feeh ¼[k½ 1952 feeh ¼x½ 1976 feeh ¼?k½ 1992 feeh
141- vkbZ-lh-,Q- cQj Iyatj ———– dk cuk gksrk gSA
¼d½ ekbYM LVhy ¼[k½ dkLV LVhy ¼x½ dkLV vk;ju ¼?k½ buesa ls dksbZ ugh
142- vkbZ-lh-,Q- dksp dh okWVj VSad {kerk —————- gksrh gSA
¼d½ 1600 yh- ¼[k½ 1800 yh- ¼x½ 1700 yh- ¼?k½ buesa ls dksbZ ugh
143- iSlsUtj dksp esa iz;ksx gksus okys dUVªksy fjtjok;j dh {kerk ————— gksrh gSA
¼d½ 6 yh- ¼[k½ 7 yh- ¼x½ 9 yh- ¼?k½ buesa ls dksbZ ugh
144- ,DlhMsUV lkbV ij igqapus ds mijkUr loZizFke dk;Z ————————- djuk gSA
¼d½ ,DlhMsUV ds dkj.k dk irk yxkuk ¼[k½ izkFkfed mipkj ¼x½ ykbu izksVSDlu ¼?k½
[kkus dh O;oLFkk djuk
145- ,;j czsd flLVe esa dUVªksy fjtjok;j dk dk;Z ———————-gSA
¼d½ dUVªksy ch-ih- izs”kj¼[k½ dUVªksy Mh-ch- okYo¼x½ dUVªksy czsd flLVe¼?k½ buesa ls dksbZ ugh
146- xqMl dksp esa iz;ksx gksus okys dUVªksy fjtjok;j dh {kerk ————— gksrh gSA
¼d½ 6 yh- ¼[k½ 7 yh- ¼x½ 9 yh- ¼?k½ buesa ls dksbZ ugh
147- izhfe;e jsd dk ch-ih-lh dh oS/krk —————– gksrh gSA
¼d½ 7±4 fnu ¼[k½ 10±2 fnu ¼x½ 15±3 fnu ¼?k½ buesa ls dksbZ ugh
148- lh-lh- j sd ds chih-lh- dk j ax ———————-gksrk gSA
¼d½ ihyk ¼[k½ yky ¼x½ gjk ¼?k½ buesa ls dk sbZ ugh
149- izhfe;e jsd ds ch-ih-lh- dk j ax ——————gksrk gSA
¼d½ ihyk ¼[k½ yky ¼x½ gjk ¼?k½ buesa ls dk sbZ ugh
150- ,&dSV sxjh fMiks esa lh-lh j sd dh ch-ih-lh- dh oS/krk —————- gksrh gSA
¼d½ 4500 fdeh ¼[k½ 7500 fdeh ¼x½ 6000 fdeh ¼?k½ buesa ls dksbZ ugh
151- Lis”ky ,&dSV sxjh fMiks esa lh-lh j sd dh ch-ih-lh- dh o S/krk —————- gksrh g SA
¼d½ 4500 fdeh ¼[k½ 7500 fdeh ¼x½ 6500 fdeh ¼?k½ buesa ls dksbZ ugh
152- ,&dSV sxjh fMiks esa lh-lh j sd dh ch-ih-lh- dh oS/krk —————- fnuksa esa gksrh gSA
¼d½ 30 fnu ¼[k½ 35 fnu ¼x½ 45 fnu ¼?k½ buesa ls dksb Z ugh
153- Lis”ky ,&dSV sxjh fMiks esa lh-lh j sd dh ch-ih-lh- dh o S/krk —————- fnuksa esa gksrh g SA
¼d½ 30 fnu ¼[k½ 35 fnu ¼x½ 45 fnu ¼?k½ buesa ls dksb Z ugh
154- cykLV xkMh dh ch-ih-lh- dh oS/krk —————– gksrh gSA
¼d½ 30 fnu ¼[k½ 15 fnu ¼x½ 7 fnu ¼?k½ buesa ls dksbZ ugh
155- dSluc cksxh dk esUVhu sUl esuoy —————- gksrk gSA
¼d½ G 97 ¼[k½ G 95 ¼x½ G 72 ¼?k½ buesa ls dksb Z ugh
esUVhu sUl esuoy ————————–gksrk gSA
¼d½ G 97 ¼[k½ G 95 ¼x½ G 70 ¼?k½ buesa ls dksb Z ugh
dUV zksy psEcj d s dksfpxa LVkdW es vksojpktZM i zksV sDlu dk le; —————- gksrk gSA
¼d½ 25lsd.M ¼[k½ 30 lsd.M ¼x½ 45 lsd.M ¼?k½ buesa ls dksb Z ugh
158- ch-Vh-ih- ,u- lSQVh okyo dk ofdZxa izs”kj —————- gksrk gSA
¼d½ 1.4 fd-xzk-@lseh2 ¼[k½ 2.1 fd-xzk-@lseh2¼x½ 4.1 fd-xzk-@lseh2 ¼?k½ buesa ls dksbZ ughA

 

159- ch- ,y- lh- oSxu es ——————— vkVkesfVd VfoLV ykWd iz;ksx gksrs gSA
¼d½ 07 ¼[k½ 08 ¼x½ 09 ¼?k½ buesa ls dksbZ ughA
160- ch- ,y- lh- oSxu esvkVkesfVd ykWfdxa ds fy, ——————QksZl iz;ksx esa gksrk gSA
¼d½ 600 fd0xzk0 ¼[k½ 700 fd0xzk0 ¼x½ 800 fd0xzk0 ¼?k½ buesa ls dksbZ ughA
161- ch- ,y- lh- oSxu ds vkWVksesfVd V~foLV ykWd dks [kksyus ds fy, ——————- fdruh
QksZl dh vko’;drk gksrhs gSA
¼d½ 600 fd0xzk0 ¼[k½ 700 fd0xzk0 ¼x½ 800 fd0xzk0 ¼?k½ buesa ls dksbZ ughA
162- bZatu QsY;ksj ———————dykl dk ,DlhMsUV gSA
¼d½ J ¼[k½ N ¼x½ E ¼?k½ buesa ls dksbZ ughaaA
163- lh/ks VªSd ij 1682 ,e ,e ls T;knk xSt dks —————————- dgrs gSaA
¼d½ lysd xSt ¼[k½ LVSUMzM xSt ¼x½ VkbV xst ¼?k½ “kkVZ xSt
164- ——————— dks NksM+dj jsyos ,fDlMsaV esuqvy ds vuqlkj ,fDlMsaV dks 16 Jsf.k;ksa esa ,
ls vkj rd tksM+k x;k gS]
¼d½ B&D ¼[k½ I&O ¼x½ P&Q ¼?k½ buesa ls dksbZ ughaaA
165- ——————— ,DlhMsUV esuqoy ds vk/kkj ij dSVy ju vksoj dh Js.kh es ugha vkrk A
¼d½ ¼[k½ ¼x½ HkSl ¼?k½ x/kk
166- izfr ehVj dzkl ysoy ifjoZru dh nj dks ———————— dgrs gSaA
¼d½ ¼[k½ ¼x½ dsUVa ¼?k½ cDfyxa
167- jsy dk ykSfxp;qV eksoesUV dks ———————— dgrs gSaA
¼d½ ¼[k½ ¼x½ dsUVa ¼?k½ cDfyxa
168- dsUVa ;k lsij ,fyoslu fn;k tkrk gS ————————————–A
¼d½ VzSd ¼[k½ ¼x½ nk,a doZ jsya ¼?k½ doZ
169- czksM xSt es pSd jsy ij dfy;jUl ———————————-,e ,e gksrk gSA
¼d½ 13 ¼[k½ 10 ¼x½ 14 ¼?k½ 8
170- VzSd xSt jsy Vki ls—————————–,e-,e uhps ls ekik tkrk gSA
¼d½ 13 ¼[k½ 10 ¼x½ 14 ¼?k½ 8
171- lh/kh VªSd ij 1670 ,e ,e ls de xSt dks —————————- dgrs gSaA
¼d½ lysd xSt ¼[k½ LVSUMzM xSt ¼x½ VkbV xst ¼?k½ “kkVZ xSt

 

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

Hindi ¼lR;@vlR;½
1. ICF dksp esa ,Dly ekmUVsM fMLd czsd flLVe dk izko/kku gS ¼lR;@vlR;½
2. LHB dksp esa yxs gq,s ih-bZ-,-oh ds pksd dk Mk;k 19 fe-fe gS ¼lR;@vlR;½
3. LHB dksp esa ,Dly ekmUVsM fMLd dk vf/kdre Mk;k 640 fe-fe gS ¼lR;@vlR;½
4. Okkrkuqdwfyr LHB dksp esa nks Okkrkuqdwy ;a= gksrs gS ¼lR;@vlR;½
5. LHB dksp esa yxs czsd flfy.Mj dk Mk;k 10 fe-fe gksrk gS ¼lR;@vlR;½
6. LHB dksp esa yxs czsd flfy.Mj dk fiLVu LVªksd 32 fe-fe gksrk gS ¼lR;@vlR;½
7. fQ,V cksxh esa dsoy izkbejh lLisU”ku dk izko/kku gS ¼lR;@vlR;½
8. LHB dksp dk ih-vks-,p ukfer odZ”kki esa fd;k tkrk gS ¼lR;@vlR;½
9. LHB dksp dk ih-vks-,p 36 ekg ds vUrjky esa fd;k tkrk gS ¼lR;@vlR;½
10. LHB dksp dk vkbZ-vks-,p 18 ekg ds vUrjky esa fd;k tkrk gS ¼lR;@vlR;½
11. ICF dksp esa vkfVZdqysVsM dUVªksy vkeZ dk izko/kku gS ¼lR;@vlR;½
12. fQ,V cksxh esa ysVjy ,oa ykWxhV;wMuy xkbMsUl vkfVZdqysVsM dUVªksy vkeZ
}kjk IkzkIr gksrk gSa ¼lR;@vlR;½
13. LHB dksp esa pDds dk d.Mfaex Mk;k 825 fe-fe- gksrk gS ¼lR;@vlR;½
14. LHB dksp esa MCyw-,l-ih- flLVe dk izko/kku gS ¼lR;@vlR;½
15. LHB dksp esa lh-Mh-Vh-,l- dk izko/kku ugha gS ¼lR;@vlR;½
16. LHB dksp dh vf/kdre vuqe;s xfr 200 fdfe-izfr Ä.Vk gksrh gS ¼lR;@vlR;½
17. Vªsu dh xfr 30 fdfe-izfr Ä.Vk gksus ij lh-Mh-Vh-,l- VkbysV osLV dks
fMLpktZ djrk gS ¼lR;@vlR;½
18. izfr ehVj yackbZ ij LHB dksp dk otu dUosU”kuy dksp dh rqyuk esa
10 izfr”kr de gksrk gS ¼lR;@vlR;½
19. fQ,V cksxh esa flaxy usLV dkby fLizax dh O;oLFkk izkbejh lLisU”ku
esa gksrh gS ¼lR;@vlR;½
20. gkbfczM dksp esa ,vj fLizax izs”kj 5 fd-xzk-@lsfe2 gksrk gS ¼lR;@vlR;½
21. gkbfczM dksp esa yxs ysofyax okYo dh la[;k 4 gksrh gS ¼lR;@vlR;½
22. ,vj fLizax vkb-lh-,Q- cksxh esa yxs MqiysDl okYo dh la[;k 4 gksrh gS ¼lR;@vlR;½
23. leqfpr ek=k esa ,vj fLIzkax izs”kj gksus ij ysofyax okYo yhoj {ksfrt
vokLFkk esa gksrk gS ¼lR;@vlR;½
24. ckDl-,u-vkj- oSxu dh ,Dly yksM {kerk 22-9 Vu gksrh gS ¼lR;@vlR;½
25. ckDl-,u-vkj- oSxu dh ckWMh LVsuySl LVhy ¼vkb-vkj-,l-,e- 44½
dh gksrh gS ¼lR;@vlR;½
26. ckDl-,u-vkj- oSxu dh Qyksj “khV dh eksVkbZ 3-5 fefe gksrh gS ¼lR;@vlR;½
27. ckDl-,u-vkj- oSxu ds lkbM iSuy dh eksVkbZ 2-00 fefe gksrh gS ¼lR;@vlR;½
28. lh-Mh-Vh-,l esa ,vj izs”kj dh vkiwfrZ czsd ikbi ds }kjk dh tkrh gS ¼lR;@vlR;½
29. ,vj fLIzakx yxs dksp esa esu fjtjok;j dj {kerk 150 yhVj gksrh gS ¼lR;@vlR;½
30. LHB dksp esa Qksfud Oghy lsUlj dk mi;ksx pDds dh xfr dk irk

yxkus ds fy;s fd;k tkrk gS
31. yksdkseksfVo esa ,p- Vkbi diyj dk izko/kku fd;k x;k gS
¼lR;@vlR;½
¼lR;@vlR;½
  1. oSxu LVkWd esa ,p-Vh-bZ-,- izdkj dk diyj dk iz;ksx fd;k tkrk gS ¼lR;@vlR;½
    33. ,p- Vkbi diyj esa {ksfrt xSnfjax +/-110 fe-fe gksrh gS ¼lR;@vlR;½
    34. Lkh-ch-lh- esa VªsfDVo QkslZ dl LFkkukrj.k gsrq uDdy ihoV fiu dk
izko/kku gksrk gS ¼lR;@vlR;½
35. Lkh-ch-lh- esa dUVwj xst u0 3 dk iz;ksx ykWfdax ihl esa [kjkch dk irk yxkusa
ds fy;s fd;k tkrk gS ¼lR;@vlR;½
  1. Ykhoj dusDVj ukst ,oa diyj ckWMh ds ckVe ds chp dh nwjh 25 fefe ls
de ugh gksuh pkfg;s
37. jksVsjh yhoj ds VSy Vsy LykV oh “ksi dh Li’V n`”;rk uDdy ds iw.kZ :i
ls ykWd gksus dk ladsr gksrk gS
¼lR;@vlR;½
¼lR;@vlR;½
  1. ,.Vh dzhi fMokbl dk dk;Z lh-ch-lh dks [kqyus ls jksduk gS ¼lR;@vlR;½
    39. vkj-,Q 361 Mkª¶V fx;j dk mi;ksx ,p- Vkbi diyj ds fy;s fd;k tkrk gS¼lR;@vlR;½
    40. ,e-ds 50 Mkª¶V fx;j dk mi;ksx ,p-Vh-bZ-,- Vkbi diyj ds fy;s fd;k
tkrk gS
41. Diyj ckWMh esa “ksUd fo;j IysV dk Izkko/kku gksrk gS
¼lR;@vlR;½
¼lR;@vlR;½
  1. ;ksd fiu ,d flj foghu fiu gS ¼lR;@vlR;½
    43. ,e-ds 50 Mkª¶V fx;j esa bykLVksesfjsd isM dk Izkko/kku gksrk gS ¼lR;@vlR;½
    44. ,p-Vh-bZ-,- diyj dh gkfyax {kerk 9000 Vu gksrh gS ¼lR;@vlR;½
    45. Lkh-ch-lh- esa uDdy Fkzksvj dk mi;ksx Lkh-ch-lh- dks [kksyus ds fy;s fd;k
    tkrk gS ¼lR;@vlR;½
    46. Lkh-ch-lh- vkijsfVax gSUMy oSxu ds nkfgusa fljs ds var es yxk gksrk gS ¼lR;@vlR;½
    47. avkj-,Q 361 Mkª¶V fx;j dh {kerk 5725 fd-xzk ehVj gksrh gS ¼lR;@vlR;½
    48. ,e-ds 50 Mkª¶V fx;j dh {kerk 5385 fd-xzk ehVj gksrh gS ¼lR;@vlR;½
    49. ,p-vkj- 40 Mkª¶V fx;j dh {kerk 6200 fd-xzk ehVj gksrh gS ¼lR;@vlR;½
    50. Lkh-ch-lh- vkijsfVax gSUMy ds fc;fjax ihl LYkkV dk lkbt 17-5 fefe gksrh gS ¼lR;@vlR;½
    51. ,p-Vkbi diyj dk iz;ksx ,y-,p-ch- ,oa vkbZ-lh-,Q nkuks izdkj ds dkpksa esa
fd;k tkrk gS
52. Lkh-ch-lh- vkijsfVax gSUMy ds fc;fjax ihl LYkkV esa 150 dk >qdko gksrk gS
¼lR;@vlR;½
¼lR;@vlR;½
  1. ,p-Vkbi diyj esa yxs Mkª¶V fx;j dk izhyksM 30 fd-xzk U;wVu gksrk gS ¼lR;@vlR;½
    54. Lkh-ch-lh- gkbV es vf/kdre vUrj 75 fefe gksrk gS ¼lR;@vlR;½
    55. vkj-vks-,p ds nkSjku Lkh-ch-lh- ds dEiksusUV dk LUskgu fd;k tkrk gS ¼lR;@vlR;½
    56. uDDy ukst ,oa xkMZ vkeZ ds chp dh LVsUMMZ nwjh 130 fefe gksrh gS ¼lR;@vlR;½
    57. uDDy fiu Dykl Vth LVhy dh cuh gksrh gS ¼lR;@vlR;½
    58. ;ksd fiu Dykl IVth LVhy dh cuh gksrh gS ¼lR;@vlR;½
    59. lHkh izdkj ds fo|qr yksdkseksfVo esa Vªkft”ku Vkbi Lkh-ch-lh- iz;qDr gksrh gS ¼lR;@vlR;½
    60. Lkh-ch-lh esa Vksxy jksVsjh yhoj vlsEcyh dk vax gS ¼lR;@vlR;½
    61. vkbZlh,Q cksxh esa dkVsZt Vsij jksyj fc;fjax dk iz;ksx fd;k tkrk gS ¼lR;@vlR;½
    62. vkbZlh,Q dksp dk vkbZvks,p 09 ekg esa fd;k tkrk gSA ¼lR;@vlR;½
    63. ,lh dksp dh ,&Mk;esa’ku 16$2@&0,e,e gksrh gSA ¼lR;@vlR;½
    64. Ms’kikWV esa rsy dk ysoy 60 feeh- gksrk gSA ¼lR;@vlR;½
    65. lh,vkbZ dk vFkZ dSjst vYVjslu bULVª’ku gksrk gSA ¼lR;@vlR;½
    66. ,ykeZ pSu flLVe dh vksoj gkWfyax ch&’ksM~;qy esa djrs gSA ¼lR;@vlR;½
    67. vkbZlh,Q dksp ds ukWu ekWfMQkbZM Ms’k ikWV esa vkW;y dh ek=k 1-4
    yhVj gksrh gS ¼lR;@vlR;½
    68. ,&Dykl vksMhlh dh jkr ds le; xfr lhek 40 fdeh@?kaVk gksrh gSA ¼lR;@vlR;½
    69. ‘krkCnh ds dksp dk vkbZvks,p 9 ekg ds ckn djrs gSaA ¼lR;@vlR;½
    70. ihlhoh dh mez 40 o”kZ gksrh gSA ¼lR;@vlR;½
    71. vkj-,- ,d vks-lh-ch gSA ¼lR;@vlR;½
    72. ckDl,u oSxu Mh-ch- dh vksoj gkWfyax 4-5 o”kZ esa dh tkrh gSA ¼lR;@vlR;½
    73. ch-,e-ch-,l- oSxua esaa lh-Vh-vkj-ch- gksrk gSA ¼lR;@vlR;½
    74. ihvks,p ds nkSjkuVSad oSaxu esa LVhfeax ugha dh tkrh gSA ¼lR;@vlR;½
    75. oSaxu ds Oghy esa ¶ySV Vk;j dh lhek 65 ,e-,e- gksrh gSA ¼lR;@vlR;½
    76. ;wvkbZlh cksxh dk Oghy osl 2000±5 ,e-,e- gksrk gSA ¼lR;@vlR;½
    77. ;wvkbZlh cksxh esa 12 ,e-,e- rFkk 37 ,e-,e- dh iSfdax iz;ksx gksrh gSA¼lR;@vlR;½
    78. ckWDlu ,p-, – oSaxu dk ,Dly yksM 22-9 Vu gksrk gSA ¼lR;@vlR;½
    79. ckWDlu dh ykbZQ 30 o”kZ gksrh gSA ¼lR;@vlR;½
    80. vkj-,- ,d ih-lh-ch gSA ¼lR;@vlR;½
    81. dksp Mh-ch- dh vksoj gkWfyax 05 o”kZ esa dh tkrh gSA ¼lR;@vlR;½
    82. ch-,e-ch-,l oSxu esa ,l-,-ch- yxk gksrk gSA ¼lR;@vlR;½
    83. VSad oSaxu dh LVhfeax ROH ds nkSjku dh tkrh gSA ¼lR;@vlR;½
    84. oSaxu ds Oghy esa ¶ySV Vk;j dh lhek 50 ,e-,e- gksrh gSA ¼lR;@vlR;½
    85. dSluc cksxh dk Oghy osl 2000$& 10,e-,e- gksrk gSA ¼lR;@vlR;½
    86. dSluc cksxh esa 12 ,e-,e- rFkk 37 ,e-,e- dh iSfdax iz;ksx gksrh gS ¼lR;@vlR;½
    87. ckWDlu ,p-,l- oSaxu dk ,Dly yksM 22-9 Vu gksrk gSA ¼lR;@vlR;½
    88. vkbZlh,Q ckWxh esa Lisfjdy fc;fjax dk iz;ksx fd;k tkrk gSA ¼lR;@vlR;½
    89. chohtsMvkbZ dk ihvks,p 09 ekg esa fd;k tkrk ¼lR;@vlR;½
    90. MoY;w , vkbZ dk vFkZ dSjst vkYVjs”ku bULVª’ku gksrk gSA ¼lR;@vlR;½
    91. ,lh dksp dk ,&Mk;esa’ku 18±2/0 ,e,e gksrh gSA ¼lR;@vlR;½
    92. lh-ch-lh uDdy dk VwVuk ,d ‘S’ ekdZ vLohd`fr gS ¼lR;@vlR;½
    93. vkbZ-vkj-lh-, dk v/;{k mRrj jsyos dk egk izcU/kd gksrk gS ¼lR;@vlR;½
    94. lh-ch-lh ds uDdy esa f?klko ,d ‘S’ ekdZ vLohd`fr gS ¼lR;@vlR;½
    95. vkbZ-vkj-lh-, :y cqd ikVZIII oSxu LVkWd ds fy;s iz;qDr gksrk gS ¼lR;@vlR;½
    96. vkbZ-vkj-lh-, :y cqd ikVZIV dksfpax LVkWd ds fy;s iz;qDr gksrk gS ¼lR;@vlR;½
    97. fLizax dk VwVuk ,d fonvkmV ‘S’ ekdZ vLohd`fr gS ¼lR;@vlR;½
    98. :y cqd ikVZIII ,oa ikVZIV ds v/;k; 4 esa vLohd`fr;kWa nh xbZ gS ¼lR;@vlR;½
    99. :y cqd ikVZIII ,oa ikVZIVds esUVhusUl gsrq :y cqd ikVZIII ,oa ikVZIV
ds funs”kksZ dk ikyu vfuok;Z gS
100-U;wVªy dUVªksy fMikVZesUV lnL; ;kWf=d ds v/khu dk;Z djrk gS
¼lR;@vlR;½
¼lR;@vlR;½

mRrj

1. vLkR; 41. LkR; 81.  
2. 42. LkR; 82.  
3. LkR; 43. vLkR; 83. LkR;
4. LkR; 44. LkR; 84.
5. LkR; 45. LkR; 85. vLkR;
6. 46. LkR; 86. LkR;
7. 47. LkR; 87.
8. LkR; 48. LkR; 88. LkR;
9. LkR; 49. LkR; 89. vLkR;
10. LkR; 50. LkR; 90.
11. 51. LkR; 91.
12. LkR; 52. LkR; 92. LkR;
13. 53. LkR; 93. LkR;
14. LkR; 54. LkR; 94.
15. 55. 95. LkR;
16. LkR; 56. vLkR; 96. LkR;
17. LkR; 57. LkR; 97.
18. LkR; 58. vLkR; 98. LkR;
19. LkR; 59. LkR; 99. LkR;
20. 60. LkR; 100.
21. LkR; 61.
22. 62. LkR;
23. LkR; 63.
24. LkR; 64.
25. LkR; 65. LkR;
26. 66. LkR;
27. 67. LkR;
28. 68. LkR;
29. LkR; 69. LkR;
30. LkR; 70.
31. 71. LkR;
32. LkR; 72. LkR;
33. LkR; 73. LkR;
34. vLkR; 74.
35. vLkR; 75.
36. LkR; 76. LkR;
37. LkR; 77. vLkR;
38. LkR; 78. LkR;
39. vLkR; 79. LkR;
40. LkR; 80.

 

प्रश्न बैंक – परिचालन (ग्रुप “B”, गार्ड / स्टेशन मास्टर आदि के लिए) भाग – 1 C ( रिक्त स्थानों की पूर्ति कीजिए )

201. दोहरी लाइन पर ब्लॉक उपकरण ख़राब होने पर —– सिगनल को भी ख़राब माना जाता है  
 
202. ——- रोक सिगनल, ब्लॉक सेक्शन का बचाव करता है  
 
203. गाड़ी को आय बी एस तक भेजने के लिये —–/—- से लाइन क्लियर लिया जाता है  
 
204. ए.सी.एफ. संचालन के बाद उससे संबंधित सभी अधिकार पत्रों की जाँच —— व्दारा की जायेगी और उसकी रिपोर्ट 7 दिन के अंदर डी आर एम को भेजी जायेगी।
205. यदि four हूटर बजते है तो इसका अर्थ ——- है  
 
206. मेल/ एक्सप्रेस गाड़ी में डेड इंजन —— स्थान पर लगाया जायेगा  
 
207. जब कांटे मेन लाइन के लिये लगे है तब कांटा संकेतक रात के समय —– रोशनी देता है
 
208. दो संकेती सिगनल व्यवस्था के सी क्लास स्टेशन पर —– और होम सिगनल होते है  
 
209. स्थिति बत्ती वाला शंट सिगनल किसी रोक सिगनल के निचे लगा होने पर ऑन स्थिति में —– रोशनी देता है  
 
210. सी क्लास स्टेशन पर होम सिगनल के आगे 400 मीटर के भाग को —– कहते है  
 
211.  यदि लोको  पायलट होम सिगनल को पार करते समय लंबी छोटी लंबी छोटी सीटी बजाते हुये आगे बढ़ जाता है तो इसका अर्थ है कि ———  
 
212 . यदि लोको पायलट होम सिगनल को पार करते समय लंबी छोटी लंबी छोटी सीटी बजाते हुये रुक जाता है तो इसका अर्थ है कि ———  
 
213. कॉमन स्टार्टर लगे हुये लाईन से गाड़ी स्टार्ट करने के लिये —— अधिकार पत्र दिया जाता है।
214. अप दिशा में लाईन क्लियर टिकट का नंबर —— होता है  
 
215. डाउन दिशा में लाईन क्लियर टिकट का नम्बर —— होता है  
 
216. बिना स्टार्टर वाली लाईन से गाड़ी रवाना करने के लिये —— अधिकार पत्र दिया जाता है 
217. इंजन का हेड लाइट ख़राब होने पर अगले स्टेशन को ब्लॉक उपकरण पर —– घंटी संकेत दिया जायेगा  
 
218. शंटिंग के दौरान केबिन मास्टर अपनी केबिन से —– सिगनल को छोडकर दूसरा कोई भी संकेत नही  दिखायेगा।
219. सी क्लास स्टेशन का होम सिगनल ख़राब होने पर लोको पायलट को T/369 (3b) अधिकार पत्र दिया 
 जाता है जिस पर अगले स्टेशन का —— लिखा होना आवश्यक है  
 
220. अगले ब्लॉक सेक्शन में गाड़ी के प्रवेश को नियंत्रित करने वाले रोक सिगनल —— सिगनल कहते है
  
221. दो संकेती सिगनल व्यवस्था में बुलावा सिगनल ऑफ स्थिति में —– रोशनी दिखाता है  
 
222. शंट सिगनल एक —– सिगनल है  
 
223. सामान्य स्थिति में IBS ——- रोशनी दिखाता है  
 
224. नॉन इंटरलाक कांटो पर से गाड़ी गुजरते समय गाड़ी की अधिकतम गति —– कि.मी. प्र. घं. होनी चाहिये
 
225. ख़राब होम सिगनल को ऑन स्थिति में पार करते समय कांटो पर से गुजरते समय गति —- कि.मी.प्र.घं. से अधिक नही होनी चाहिये  
 
वातुनिष्ठ प्रश्नों के उत्तर 
201. अंतिम रोक सिगनल,          202. अंतिम रोक सिगनल,           203. ट्रेक सर्किट/एक्सल काउंटर संकेतक ,

204. परिवहन निरीक्षण,            205. होम स्टेशन पर ART/ रोड मोबाइलART तथा MRV की आवश्यकता,

206. इंजन के बाद,                  207. सफेद,                      208. वार्नर,                          209. कुछ नही,

210. आँव्हर लैपिंग ब्लॉक सेक्शन,       211. गाड़ी विखंडित हुई है,        212. गाड़ी का विभाजन किया जाता है,

213. T/ 512,       214. T/C 1425,         215. T/D 1425,            216. T/511,            217. 000000 – 0,

218, लाल हाथ सिगनल,       219. प्रायवेट नंबर,             220. अंतिम रोक सिगनल,       221. पीली,

222. सहायक,                    223. लाल,                  224. 15 km/h,                    225. 15km/h  

 
 
226. सतर्कता आदेश का नंबर होता है  
 
227. निल सतर्कता आदेश का नम्बर —– होता है 
228. रिमाइंडर सतर्कता आदेश का नंबर —– होता है  
 
229. दो संकेती नीचे झुकने वाले सिगनल व्यवस्था में वार्नर सिगनल का हत्था —– के आकार का होता है 
230. धुंध और कोहरे के मौसम में टी एस एल के दौरान प्रथम गाड़ी की गति —— कि. मी. प्र.घ.से अधिक नही होनी चाहिये  
 
231. गाड़ी विखंडन के दौरान ब्लॉक उपकरण पर —— घंटी संकेत देना चाहिये
  
232. होम सिगनल ऑफ करने के लिये स्टार्टर सिगनल के आगे जो पर्याप्त दूरी रखी जाती है उसे —- कहते है
 
233. लूप लाईन पर गाड़ी लेते समय सामान्यत: दूरवर्ती कांटे —— कल लिये सेट होने चाहिये  
 
234. कैच सायडिंग की क्षमता —— होती है  
 
235. स्लिप सायडिंग की क्षमता —— होती है  
 
236. यदि स्टे. मा. हाथ सिगनल का आदान प्रदान ना करे तो लोको पायलट —— सीटी बजायेगा।
237. द्रश्यता परीक्षण लक्ष्य स्टेशन भवन से —– मीटर की दूरी पर लगाया जाता है 
238. —— हूटर बजाने का अर्थ, उसी स्टेशन पर मालगाड़ी दुर्घटना होना है  
 
239. ब्लॉक फारवर्ड में —– स्टेशन का प्रा. नं. शंटिंग आदेश पर लिखा जाता है  
 
240. टर्मिनल स्टेशन पर बहुसंकेती रंगीन रोशनी वाले सिगनल व्यवस्था में सिगनल ओवर लेप —— है  
 
241. दिन में  ओएच ई ख़राब होने पर खंड में गाड़ी की अधिकतम गति —— होती है  
 
242. सिगनल को खतरे की स्थिति में पार करना —— दुर्घटना मानते है  
 
243. 100 में 1 का चढ़ाव हो तो —- साइडिंग बनायीं जाती है  
 
244. अधिकतम अनुमेय गति से गाड़ी चलने पर उसके व्दारा लिया गे समय —– कहलाता है  
 
245. बुक्ड स्पीड से गाड़ी चलने पे दो स्टेशन के बिच लगने वाला समय —–कहलाता है  
 
246. स्टेशन सीमा —- के बीच का भाग होती है  
 
247. मध्य रेल के प्राधिकृत अधिकारी —- है  
 
248. मध्य रेल के प्राधिकृत अधिकारी —— है  
 
249. ब्लॉक ओवर लेप, दो संकेती सिगनल व्यवस्था में.—– मी. होता है  
 
250. ब्लॉक ओवर लेप, बहु संकेती सिगनल व्यवस्था में —— मी. होता है  
 
वातुनिष्ठ प्रश्नों के उत्तर 
226. T/409,              227. T/A 409,             228. T/B 409,         229.मछली की पूंछ,    230. 25 km/h,

231. 000000 – 000,     232. सिगनल आँव्हर लैप,      233. मेन लाइन,         234. पुरी गाड़ी की लम्बाई बराबर,

235. three या four वाहनों की,         236. दो छोटी,       237. 180मीटर,      238. 2,        239. उसी स्टेशन T/806,

240. कुछ नही,         241. 60km/h,        242. सांकेतिक,           243. स्लिप,   244. न्यूनतम चलन समय,

245. सामान्य चलन समय,           246. बाह्रात सिगनलो,                   247. मुख्य परिचालन प्रबंधक,

248. स्वचलित की तरह कार्य कर रहा है,          249. 400,                    250. 180  

251. स्टेशन संचालन नियम में Eight परिशिष्ट एवं —– भाग होते है  

252. दुर्घटना राहत गाड़ी के निकलने का टार्गेट टाइम दिन में 30 मिनिट एवं रात में —– मिनिट होता है  
 
253. दुर्घटना राहत गाड़ी के निकलने का टार्गेट टाइम दिन में 30 मिनिट एवं रात में —– मिनिट होता है  
 
254. सवारी गाड़ी में ब्रेकयान के पीछे अधिकतम —– वाहन लगाये जा सकते है  
 
255. दोहरी लाइन पर वाहन गलत लाईन पर भाग निकलने पर ब्लॉक उपकरण पर —– घंटी संकेत देकर अगले स्टेशन को सूचित करेगे  
 
256. डबल डिस्टेंट होने सिंगनल सामान्य स्थिति में —– रोशनी दिखाएगा है  
 
257. दोहरी लाइन पर वाहन सही लाईन पर भाग निकलने पर ब्लॉक उपकरण पर —- घंटी संकेत देकर अगले स्टेशन को सूचित करेगे  
 
258. दोहरी लाइन पर संपूर्ण संचार व्यवस्था भंग होने पर अंतिम गाड़ी की गति —– km/h होगी  
 
259. विस्फोटक पदार्थो से भरे वाहनों की शंटिंग करते समय अधिकतम गति —km/h होगी 
260. स्टेशनो पर सतर्कता आदेश प्रत्येक —– को 09:00 बजे अग्रेषित किया जाता है।
261. स्टेशनो पर सतर्कता आदेश प्रत्येक सोमवार  को ——– बजे अग्रेषित किया जाता है  
 
262. जहां गाड़ी सिगनल रजिस्टर नहीं है वहां पर स्टेशन मास्टर——- मे प्रविष्टियां लिखेगा  
 
263. प्रत्येक सेक्शन मे ड्राइवर और गार्ड को सतर्कता आदेश जारी करने हेतु डीआरएम द्वारा —– नामित किये जाते हैं  
 
264. गाड़ी  बिना हेड लाइट या मार्कर  लाइट के थ्रू जाने पर स्टे. मा  ——- घंटी संकेत देगा एवम कारण बताएगा।
 
265. एनीमो मीटर के द्वारा —- को नापा जाता है  
 
266. यदि रेल पथ निरीक्षक गाड़ी के साथ मे ना हो तो लर्च वाले स्थान पर गाड़ी की अधिकतम गति —- किमी प्र. घं. होगी  
 
267. सेमी ऑटोमेटिक सिगनल की पहचान —— हैं  
 
268. स्टेशन का शंटिंग प्रतिबंध —- में लिखा होता है  
 
269. सिगनल सामान्यता लाइन के —– ओर ओर जाते है  
 
270. डी क्लास स्टेशन बोर्ड प्लेटफार्म के सिरे से —— मीटर पहले लगाया जाता है  
 
271. पैसेंजर वार्निंग बोर्ड प्रथम रोक सिंगनल से —–  मीटर पहले लगाया जाता है  
 
272. सिगनल का हत्था उसी रंग का होता है जिस रंग की रौशनी वह रात में —— स्थिति में दिखाता है  
 
273. बुलावा सिगनल का हत्था ——  रंग का होता है  
 
274.  डिस्टंट सिंगनल का हत्था —– रंग का होता है  
275. रिपीटिंग सिंगनल का हत्था —– रंग का होता है 
 
वातुनिष्ठ प्रश्नों के उत्तर 
 
251. 12,         252। 45,           253.25,           254. 2,      255. 000000 – 0000,             256. दो पिली, 

257.000000 – 00000,       258. 25/10/पैदल,     259. 8,      260. सोमवार,                    261. 09:00, 

262. स्टेशन डायरी,  263. काँशन नोटीस स्टेशन,       264. 000000 – 0,               265. वायु की गति,    

 266. 10,     267. A मार्कर प्रज्वलित,       268. स्टेशन संचालन नियम,       269. बाये,      270. 500, 

271. 1000,           272. ऑन,            273. सफेद,            274. पीला,          275. पीला   


276. डबल डिस्टंट  सिंगनल व्यवस्था में  सिंगनल को ——- सिंगनल कहते है  
 
277.  डबल डिस्टंट सिंगनल व्यवस्था में बह्तं सिंगनल का खम्बा —- रंग से रंगा होता  है  
 
278. अनुमोदित विशेष अनुदेश के अधीन डिस्टंट सिंगनल पिछले स्टेशन के —– सिंगनल  के साथ लगाया जा सकता है  
 
279. सामग्री गाड़ी एक —– गाड़ी होती है  
 
280. सैनिक गाड़ी एक —– गाड़ी होती है  
 
281. सामग्री गाड़ी का इंचार्ज —– होता  है  
 
282. एक खम्बे पर एक से अधिक शंट सिंगनल होने  पर सबसे ऊपर —– लाइन के लिए होता है 
283.शंटिंग के दौरान सिंगनल को ऑन स्थिति में पार करने का उल्लेख —— पर किया जाता है
  
284.शंटिंग की अधिकतम गति —— km/h होती है।
285. सवारीगाड़ी की शंटिंग की अधिकतम गति —— km/h होती है  
 
286. जिन सिगनलो का प्रयोग नहीं किया जाता उन पर —- पट्ट्या लगायी जायेगी  
 
287.सवारी गाड़ी की शंटिंग करते समय पहले —– को सूचित किया जायेगा   
288. सवारी गाड़ी में इंजन को लोड पर लेने से पहले —- मीटर पहले रोका जायेगा 
 
289. डिस्टंट सिगनल की न्यूनतम द्र्श्यता दुरी —– मीटर होती है 
290. इनर डिस्टंट सिगनल की  दृष्यता दुरी —– मीटर होती है।
291. चेतावनी सिगनल की न्यूनतम दृष्यता दुरी —-मीटर है  
 
292. आउटर सिगनल की न्यूनतम दृष्यता दुरी—— मीटर होती है जहां गति 100 km/h से अधिक होती है   
 
293. आउटर सिगनल की न्यूनतम दृष्यता—- मीटर होती है जहां गति 100 km/h से कम होती है ।
294. T/409 —– गति प्रतिबंध के लिए जारी किया जाता है 

295. सवारी गाड़ी में क्रेन लगाने की अनुमति —– व्दारा दी जाती है ।

296. गाड़ी और अवरोध के बिच का अंतर —- हो तो उसे निवारीत टक्कर माना जायेगा   

297. ऑटोमेटीक सिगनल को ऑन स्थिति में लोको पायलट दिन में 01 मिनट तथा रात में —- मिनट रुककर पार करेगा   
 
298. मालगाड़ी में पशु वाहन डिब्बा इंजन से —- स्थान पर लगाया जायेगा।
299. बिना ब्रेक यान की मालगाड़ी चलाने की अनुमति —– व्दारा दी जाती है   
 
300. क्षतिग्रस्त वाहन मालगाड़ी में —– स्थान पर लगाया जायेगा ।
वातुनिष्ठ प्रश्नों के उत्तर 
  276. डिस्टंट,              277. काली पीली,      278. अंतिम रोक,         279. विभागीय,       280. यात्री,

281. इंजीनियरिंग पदाधिकारी,             282. सबसे बायीं लाइन ,         283. T/806,          284. 15,

285. 15,        286. क्रास,       287. यात्रियों,       288. 20,         289. 400,         290. 200,   291. 400,

292. 1200.     293. 800,    294. अस्थायी,      295. मुख्य परिचालन प्रबंधक,  296. 400 मीटर से कम,

297. 2,    298. दूसरा,   299. व. मंडल परिचालन प्रबंधक/मंडल परिचालन प्रबंधक,    300. ब्रेक यान के पीछे 

IRCA PART 3 (GOODS STOCK)

I.R.C.A.
CONFERENCE RULES
PART – III
Rules for Maintenance and Examination of
BG Goods Stock of
Indian Government Railways
2020 edition
In force 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 last published in February, 1973. Since
then major changes have taken place in the area of Freight Maintenance and
Operations over Indian Railways. Many new designs and technologies have been
adopted. Indian Railways is now operating wagons up to 25T axle load with a pay
load to tare weight ratio of 4:1. Keeping in mind the changed scenario Railway
Board nominated a Committee of senior Railway officials to undertake the
revision of IRCA Conference Rules Part (III). After due deliberations and feedback
from the various stack holders this new edition incorporating the latest
technology available with Indian Railways has been prepared.
These rules will go long way in guiding the train examiners and staff involved in
operations, maintenance and inspection of freight stock in discharging their
duties in the best possible manner. I would also like to complement the
Committee Members and CAMTECH for the efforts put in bringing out these rules.
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 to be used 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 boxes 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 control 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 frame 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
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/post 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 standard moving 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 in 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
lines/ROH Depots by the Neutral Control Staff
216
APP. G Number of Suspension Springs in various 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.K List Showing Points where 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 data of Wagon stock 242
APP.N List of Must Change Items during POH and ROH 267
APP.O List of important modifications to be carried out on freight
stock
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 stock with Roller Bearing Axle
Boxes – Rule No. 2.4.5
13
PLATE NO. DESCRIPTION Page
No.
14 PR Stencil for stock 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 assembly for CASNUB type
Bogies – Rule No. 2.8.1
23
24 Wheel and Axle assembly for CASNUB type
Bogies- Rule No. 2.8.1
24
25 Wheel and Axle assembly 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 solid 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 done
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 shop initials on Axles – Rule No. 2.8.6 32

 

33 Stamping shop 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 box WA/AB-570)- Rule No. 2.13.1(i)
34
35 Marking of cylindrical R.B. Axle boxes 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/ broken horn cheek may
be accepted in interchange
38
PLATE NO. DESCRIPTION Page
No.
39 Maximum permissible clearance allowed between
axle box and Axle guard – Rule No.2.10.1
39
40 Packing plate for CBC height adjustment for
CASNUB Bogie –Rule No.2.13.1
40
41 Diagram of security 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.

9

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.

10

(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

11

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

13

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

14

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

15

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’

16

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

17

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.

18

(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.

19

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

20

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

21

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

22

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

23

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

24

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.

25

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:-

26

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

27

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

28

 

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

29

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

30

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

31

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.

32

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

33

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

34

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

35

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

36

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.

37

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

38

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.

39

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

40

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

41

 

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

42

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)

43

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

44

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

45

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.

46

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,

47

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

48

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

49

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

50

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.

51

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.

52

· 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.

53

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.

54

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

55

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).

56

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

57

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

59

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.

60

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.

61

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.

62

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)

63

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

64

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

65

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

66

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

67

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)

68

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

69

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

70

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.

71

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

72

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,

73

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)

74

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,

75

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

76

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.

77

· 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.

78

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.

79

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

80

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

81

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

82

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.

83

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.

84

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

85

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

86

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

87

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.

88

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

90

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

91

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

92

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.

93

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:

95

‘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

96

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.

97

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

98

‘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.

99

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

103

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

114

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

116

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

117

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

118

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

119

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

120

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

121

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

122

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

123

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

124

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

125

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

126

(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

127

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

128

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

129

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

130

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

131
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

132

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.

133

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

134

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.

135

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:

136

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:

137

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

138

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

139

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

140

(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.

141

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.

142

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.

143

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

144

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

145

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

146

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

147

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

148

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

149

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”.

150

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)

151

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.

152

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:

153

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

154

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.

155

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.

156

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

157

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.

158

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.

159

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)

160

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.

161

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.

162

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.

163

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.

164

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.

166

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

167

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

168

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

169

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.

170

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

171

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)

172

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 ).

173

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.

174

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:

175

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:

176

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.

177

(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

178

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

179

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

180

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.

181

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

182

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.

183

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

184

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.

185

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

186

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.

187

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.

188

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.

189

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.

190

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.

191

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:

192

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

193

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

194

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.

195

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

196

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

197

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.

198

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.

199

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.

200

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.

201

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.

205

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

206

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.

207

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

209

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.

210

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

211

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

212

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

213

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.

220
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

221

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

223

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)
 
1 BOXNHS,BOXNLW,BOSTHS,B
CNAHS,BCNHL,BFNS,BOBRN
HS,BRNAH S,BVZI
100 100
2 BOSTHSM2 100 60
3 BOXNHAM,BOXNHL 100 75
4 BOXN,BOST,BOXNCR,BOXNH
A,BCN,BCNA,BTPN,BTPGLN,B
OMN,BRN,BRNA,BRSTN,BVZ
C
80 75
5 BOBRM1,BOBRN, 80 75
6 BOBRNM1, 80 70
7 BOBRN 22.9,BOBRNHSM1, 65 60
8 BRHNEHS,BWTB,BCFC,BOBY
N22.9,BOBRNEL
65 65
9 BOXNEL,BOYEL 60+5 45+5
10 BCBFG 75 75
11 BOBSNM1 55+5 45+5

244
APPENDIX – M

TECHNICAL DATA OF WAGON STOCK  
SN DESCRIPTION BOXN(LW) BOXNEL BOY
1 Length over
coupler faces
10713 mm 10713 mm 11929 mm
2 Length over
headstocks
9784 mm 9784 mm 11000 mm
3 Bogie centre 6524 mm 6524 mm 7330 mm
4 Wheelbase 2000 mm 2000 mm 2000 mm
5 Bogie Casnub 22
HS
Casnub
22 HS
Casnub
22 NLB
6 Length inside 9784 mm 9784 mm 10990
mm
7 Width inside /
overall
3022/3250
mm
2950/3200
mm
2924 /
3134 mm
8 Height inside /
height from rl
2066/3341
mm
1950/3233
mm
1175 /
2450 mm
9 Journal length
/ dia./ bearing
144×278
RB
144×278
RB
144.5
mm dia.
RB
10 Journal centre 2260 mm 2260 mm 2260 mm
11 Wheel dia.on
tread
New/cond.
1000/906
mm
1000/906
mm
1000/906
mm
12 Nominal max.
Axle load
20.32 t 25.0 t 22.9 tonnes
13 Tare 18.26 t 23.1 t 20.71
tonnes
14 Pay load 63.02 t 76.9 t 70.89
tonnes
15 Floor area 29.57
Sq.M
28.87
Sq.M
32.13
Sq.mts
16 Cubic capacity 61.09
Cu.M
56.39
Cu.m
37.8
Cub. mts
17 Brake/coupler AIR/CBC AIR/CBC Air/CBC

245

SN DESCRIPTION BCXN BFNS BTALN
1 Length over
coupler faces
15782 mm 14645 mm 17529 mm
2 Length over
headstocks
14500 mm 13716 mm 16600mm
3 Bogie centre 10000 mm 9144 mm 11570 mm
4 Wheelbase 2000 mm 2000 mm 2000mm
5 Bogie Casnub 22
NLB
Casnub
22 HS
UIC
6 Length inside 14494 mm 16325 mm
(Barrel)
7 Width inside /
overall
2944 /
3100 mm
2845 mm
Over Sole
bar
3045 mm
Over
Stanchion
Bkts.
(Barrel
dia. I:
2200 /O:
2449 mm)
8 Height inside /
height from rl
2446 /
3792 mm
Ht from
RL top of
Bulk head:
265O
Height
from RL to
top of
dome:
4265 mm
9 Journal length /
dia./ bearing
144.5 mm
dia. RB
144.5 mm
dia. RB.
130 mm
dia. RB
10 Journal centre 2260 mm 2260 mm 2240 mm
11 Wheel dia.on
tread
New/cond.
1000/906
mm
1000/906
mm
1000/906
mm
12 Nominal max.
Axle load
20.32
tonnes
20.32
tonnes
20.32
tonnes
13 Tare 26.014
tonnes
26.71
tonnes
49.130
tonnes
14 Pay load 55.266
tonnes
54.57
tonnes
32.13
tonnes

246

SN DESCRIPTION BCXN BFNS BTALN
15 Floor area 42.67
sq.mts
16 Cubic capacity 104
cub.mts
60.660
Cub.mts
17 Brake/coupler AIR/CBC AIR/CBC AIR/CBC

 

SN DESCRIPTION BVZC BVZI
1 Length over coupler
faces
9469 mm 14469 mm
2 Length over headstocks 8540 mm 13540 mm
3 Bogie centre 4 wheeler 9026 mm
4 Wheelbase 5400 mm 2896 mm
5 Bogie 4 wheeler ICF STD
(13 t)
Bogie
6 Length inside 2642 mm —-
7 Width inside / overall 2612 / 3200
mm
—-/3200
mm
8 Height inside / height
from rl
Height from RL
to top of
wagon: 3894
mm
2448/3894
mm
9 Journal length / dia./
bearing
130 mm dia.
RB
—–
10 Journal centre 2240 mm —–
11 Wheel dia.on tread
New/cond.
1000/906 mm 915/813 mm
12 Nominal max. Axle load 20.32 tonnes 5.875 t

247

13 Tare 13.803 tonnes 23.5 t
14 Pay load —-56.68 t
15 Floor area ——-
16 Cubic capacity ——-
17 Brake/coupler AIR/CBC Air/CBC

 

SN DESCRIPTION BLCA BLCB BFKN
1 Length over
coupler faces
14566 mm 13165 mm 14682
2 Length over
headstocks
13625 mm 12212 mm 13716
3 Bogie centre 9675 mm 8812 mm 9000
4 Wheelbase 2000 mm 2000 mm 2000
5 Bogie LCCF 20 (C) LCCF 20
(C)
Casnub
6 Length inside —— —– ——–
7 Width inside /
overall
2100/2200
mm
2100/2200
mm
——
8 Height inside /
height from rl
1269/1009
mm
—/1009
mm
—-/1269
9 Journal length /
dia./ bearing
144×278 RB 144×278 RB 144×278 RB
10 Journal centre 2260 mm 2260 mm 2260

248

11 Wheel dia.on
tread new/cond.
840/780 mm 840/780 mm 1000/906
12 Nominal max.
Axle load
20.32 t 20.32 t 20.32
13 Tare 19.1 t 18.0 t 20.5
14 Pay load 61.0 t 61.0 t 60.5
15 Floor area —– —– —–
16 Cubic capacity —— —- —–
17 Brake/coupler Air/CBC/SDB Air/SDB Air/CBC

 

SN Description BLLA BLLB BCNHL
1 Length over
coupler faces
16161 14763 10963
2 Length over
headstocks
15220 13810 10034
3 Bogie centre 10700 9810 7153
4 Wheelbase 2000 2000 2000
5 Bogie Lccf 20 (c) Lccf 20 (c) Casnub
22 hs
6 Length inside —– —– 1 0 0 3 4
7 Width inside /
overall
2100/220 2100/220 3345/3450
8 Height inside /
height from rl
—–/1008 —1008 3024/4305
9 Journal length /
dia./ bearing
144 x 278
r.b
144 x 278
r.b
144×278
10 Journal centre 2260 2260 2260
11 Wheel dia.on
tread
New/cond.
840/780 840/780 000/906

249

12 Nominal max.
Axle load
20.32 20.32 22.9
13 Tare 19.8 19.0 20.8
14 Pay load 61.0 61.0 70.8
15 Floor area(sq.m) —- 33.56
16 Cubic
capacity(cu.m)
92.54
17 Brake/coupler Air/cbc/sdb Air/cbc/sdb Air/cbc

250

SN Description
of wagon
BOST
(20.32 t.)
BOSTHSM1
(CC+6t.+2t.)
BOSTHSM
2
(CC+6t.+2t
.)
1 Length over
Hd. Stock
12800
mm
12800 mm 12800 mm
2 Length over
buffer/couplers
13729
mm
13729mm 13729mm
3 Length inside 12800
mm
12800 mm 12800 mm
4 Width
inside/overall
2850/310
0 mm
2850/3100
mm
2850/3100
mm
5 Height
inside/from rail
1805/307
8 mm
1805/3080
mm
1805/3078
mm
6 Bogie centres 8800 mm 8800 mm 8800 mm
7 Journal
centres
2260 mm 2260 mm 2260 mm
8 Wheel dia. On
tread
1000 mm 1000 mm 1000 mm
9 Nominal max.
axle load
20.32 t. 22.32 t. 22.32 t.
10 Tare 25.5 t. 25.5 t. 25.5 t.
11 Pay load 55.78 t. 63.78 t. 63.78 t.
12 Ratio pay load
/tare
2.19 2.5 2.5
13 Gross load 81.28 t. 89.28 t. 89.28 t.
14 No. of wagons
per rake
45 45 45
15 Throughput
per rake
2510 t. 2870.1 t. 2870.1 t.
16 Loading
density
5.92 t/m 6.50 t/m 6.50 t/m
17 Cubic capacity 65.79 m3 65.79 m3 65.79 m3
18 Type of
coupler
CBC CBC CBC

251

SN Description
of wagon
BCNHL
DESIGN
D
BCN BCN
A
BVZI
1 Length over
Hd. Stock
10034
mm
14500
mm
1352
1mm
13540 mm
2 Length over
buffer/coupler
s
10963
mm
15429
mm
1445
0
mm
14469 mm
3 Length inside 10034
mm
14494
mm
1351
5
mm
4 Width
inside/overall
3345/
3450 mm
2944/
3100
mm
2944
/
3200
mm
-/3200 mm
5 Height
inside/from rail
3024/430
5mm
2446/3
788
mm
2677
/401
7mm
/3894 mm
6 Bogie centres 7153 mm 10000
mm
9500
mm
9026 mm
7 Journal
centres
2260mm 2260 mm 2600 mm 2159mm
8 Wheel dia. On
tread
1000mm 1000 mm 1000 mm 915 mm
9 Nominal max.
axle load
22.9 t. 20.32 t. 20.3 2 t. 5.875 t
10 Tare 20.8t. 27.2 t. 24.6
t.
23.5 t
11 Pay load 70.8t. 54.08
t.
56.7
3 t.
12 Ratio pay load
/tare
3.4 1.99 2.31
13 Gross load 91.6 t. 81.28
t.
81.2
8 t.
23.5 t.

 

19 Type of
bearing
CTRB CTRB CTRB

252

14 No. of wagons
per rake
58 41 44  
15 Throughput
per rake
4106 t. 2217 2496 0
SN Description
of wagon
BCNHL
DESIGN
D
BCN BCN
A
BVZI
16 Loading
density
8.35 t./m 5.268t. /m 5.62 5
t./m
17 Cubic capacity 92.54 m³ 104
103.
4 m³
18 Type of
coupler
CBC CBC CBC CBC
19 Type of
bearing
CTRB CTRB CTR B CTRB

253

SN Description
of wagon
BOXNH
L (MBS)
BOXNR BOXNH
A
BOXN(
LW)
1 Length over
Hd. Stock
10034
mm
9784
mm
9784
mm
9784
mm
2 Length over
buffer/coupl
ers
10963
mm
10713
mm
10713
mm
10713
mm
3 Length
inside
10034
mm
9784
mm
9784
mm
9784
mm
4 Width
inside/overal
l
3022/32
50 mm
2954/31
76 mm
2950/32
00 mm
3022/3
250
mm
5 Height
inside/from
rail
2028/33
01 mm
2127/34
08 mm
2175/34
50 mm
1990/3
263
mm
6 Bogie
centres
6690
mm
6524mm 6524
mm
6524
mm
7 Journal
centres
2260
mm.
2260
mm
2260
mm
2260
mm
8 Wheel dia.
On tread
1000
mm
1000
mm
1000
mm
1000
mm
9 Nominal
max. axle
load
22.9 t. 22.9 t. 22.1 t. 20.32 t.
10 Tare 20.52 t. 21.2 t. 23.17 t. 20.41 t.
11 Pay load 71.08 t. 70.40 t. 65.23t. 60.87 t.
12 Ratio pay
load /tare
3.46 3.32 2.81 2.98
13 Gross load 91.6 t. 5313 t. 88.4t. 81.28 t.
14 No. of
wagons per
rake
58 58 58 58
15 Throughput
per rake
4123 t. 4083.2 t. 3783 t. 3533 t.

254

SN Descripti
on of
wagon
BOXNHL
(MBS)
BOXNR BOXNHA BOXN(
LW)
16 Loading
density
8.35 t./m 8.55 t./m 8.25 t./m 7.59
t/m
17 Cubic
capacity
61.50 m³ 61.47 m³ 62.8 m³ 58.84
18 Type of
coupler
CBC CBC CBC CBC
19 Type of
bearing
CTRB CTRB CTRB CTRB

255

SN Description of
wagon
BOXNAL BOXNHAM BOXN/
BOXNHS
1 Length over Hd.
Stock
9784 mm 9784 mm 9784 mm
2 Length over
buffer/couplers
10713 mm 10713 mm 10713 mm
3 Length inside 9784mm 9784 mm 9784 mm
4 Width
inside/overall
3022/3250
mm
2950/3200
mm
2950/3200
mm
5 Height
inside/from rail
2066/3341
mm
1950/3233
mm
1950/3233
mm
6 Bogie centres 6524mm 6524 mm 6524 mm
7 Journal centres 2260 mm 2260 mm. 2260 mm.
8 Wheel dia. On
tread
1000 mm 1000/906
mm
1000 mm
9 Nominal max.
axle load
20.32 t. 22.82 t. 20.32 t.
10 Tare 18.26 t. 23.1 t. 23.1 t.
11 Pay load 63.02 t. 68.18 t. 58.18 t.
12 Ratio pay load
/tare
3.45 2.95 2.52
13 Gross load 81.28 t. 91.28 t. 81.28 t.
14 No. of wagons
per rake
58 58 58
15 Throughput per
rake
3655t. 3954 t. 3374 t.
16 Loading density 7.59t./m 8.52 t/m 7.59 t./m
17 Cubic capacity 61.09 m³ 56.29 m³ 56.29 m³
18 Type of coupler CBC CBC CBC
19 Type of bearing CTRB CTRB CTRB

256

SN Description
of wagon
BTFLN BCFC BCBFG  
Pol Tank
wagon
FLY ASY CEMENT Food
Grain
 
1 Length over
Hd.Stock
11491
mm
9784 mm 9784 mm 11861
mm
2 Length over
buffer/couple
rs
12420
mm
10713
mm
10713
mm
12790
mm
3 Length inside 11522 (
inside
Barrel
Length)
10084.7
mm
10084.7
mm
11770
mm
4 Width
inside/overall
2950(insi
de Dia.
Of
Barrel)
3128.7/3
245 mm
3128.7/3
245 mm
3140
mm
5 Height
inside/from
rail
4358
(over all
Ht.)
4165 mm 4165 mm 4260
mm
6 Bogie
centres
8391mm 6684 mm 6684 mm 8661
mm
7 Journal
centres
2260 mm 2260 mm 2260 mm 2260
mm
8 Wheel dia.
On tread
1000mm 1000 mm 1000 mm 1000
mm
9 Nominal
max. axle
load
20.32 t. 17.75 t. 22.32 t. 21.82 t.
10 Tare 23.33 t. 22 t. 22 t. 26.44 t.
11 Pay load 57.95 49 t. 67.3 t. 60.84 t.

257

16 Loading
density
6.54
t./m
6.62 t./m 8.335
t./m
6.82
t./m
17 Cubic
capacity
76 m³ 72.8 m³ 72.8 m³ 81.76
m3
18 Type of
coupler
CBC CBC CBC CBC
19 Type of
bearing
CTRB CTRB CTRB CTRB

 

SN Description
of wagon
BTFLN BCFC BCBFG  
Pol Tank
wagon
FLY
ASY
CEMENT Food
Grain
 
12 Ratio pay
load /tare
2.48 2.22 3.06 2.3
13 Gross load 81.28 t. 71 t. 89.3 t. 87.28 t.
14 No. of
wagons per
rake
51 * 58 58 49
15 Throughput
per rake
2955.45 t. 2842 t. 3904 t. 2981 t.

258

SN Description of
wagon
WD04004S
52 BRHNEHS
WD96021S
02
(DESIGNA
BOBYN/
BOBYNHS
1 Length over Hd.
Stock
13716 mm 10718 mm
2 Length over
buffer/couplers
14998/14986
mm
11647 mm
3 Length inside 12716 mm 9000 mm
4 Width
inside/overall
2845/3049 mm 2863/3189 mm
5 Height
inside/from rail
1264 mm 2018/3287 mm
6 Bogie centres 9144 mm 7470mm
7 Journal centres 2260 mm 2260 mm
8 Wheel dia. On
tread
1000 Dia. 1000 Dia.
9 Nominal
max.axle load
20.32 t. 22.9 t.
10 Tare 22.6 t. 25.2 t.
11 Pay load 58.68 t. 66.4 t.
12 Ratio pay load
/tare
2.596 2.6
13 Gross load 81.28 t. 91.6 t.
14 No. of wagons
per rake
41 50
15 Throughput per
rake
2406 t. 3320 t.
16 Loading density 5.419 t/m 7.86 t/m
17 Cubic capacity Flat Wagon 46.1 m3
18 Type of coupler Transition type
CBC
NT. CBC
19 Type of bearing CTRB (6X11)
E-Class
CTRB (6X11)
E-class

259
* = In 636 Mtrs Loop length without safety wagon.

SN Description of
wagon
WD09090S
02
(DESIGN
B)BOBYB-229
BTPGLN
1 Length over Hd.
Stock
10718 mm 18000 mm
2 Length over
buffer/couplers
11647 mm 18929 mm
3 Length inside 9000 mm 17960 mm
(Inside barrel
Length)
4 Width
inside/overall
2863/3189 mm 2400 mm
Inside Dia.
5 Height inside/from
rail
level
2024/3293 mm 4285 mm
6 Bogie centres 7470 mm 12970 mm
7 Journal centres 2260 mm 2260 mm
8 Wheel dia. On
tread
1000 Dia. 1000 mm
9 Nominal max.axle
load
22.9 t. 20.32 t.
10 Tare 25.3 t. 41.6 t.
11 Pay load 66.3 t. 37.6
12 Ratio pay load
/tare
2.6 0.9
13 Gross load 91.6 t. 79.2
14 No. of wagons per
rake
50 33 *
15 Throughput per
rake
3315 t. 1240.8
16 Loading density 7.86 t/m 4.19 (Gross)
17 Cubic capacity 46.16 m3 79.48 m³
18 Type of coupler NT. CBC CBC
19 Type of bearing CTRB (6X11)
E-class
CTRB

260

S N Description of
wagon
BTPN BRN BRNA
1 Length over
Hd.Stock
11491
mm
13716 mm 13716 mm
2 Length over
buffer/couplers
12420mm 14645 mm 13716 mm
3 Length inside 11434mm
( inside
barrel
Length)
13716 mm 14645 mm
4 Width
inside/overall
2850mm
( inside
Barrel
dia)
2845 mm 2845 mm
5 Height
inside/from rail
4265 mm
Ht.
2544 mm 2544 mm
from R.L
6 Bogie centres 8391mm 9144 mm 9144 mm
7 Jo17urnal
centres
2260 mm 2260 mm 2260 mm
8 Whe18el dia.
On tread19
1000mm 1000 mm 1000 mm
9 Nominal max.
axle load
20.32 t. 20.32 t. 20.32 t.
10 Tare 27 t. 24.393 t. 23.543 mm
11 Pay load 54.28 56.887 t. 57.737 t.
12 Ratio pay load
/tare
2.01 2.33 2.452
13 Gross load 81.28 t. 81.28 t. 81.28 t.
14 No. of wagons
per rake
51 * 42 42
15 Throughput
per rake
2768.28 t. 2389 t. 2425 t.
16 Loading
density
6.54 t./m 5.55 t/m 5.55 t./m
17 Cubic capacity 70.4 m³ FLAT
WAGON
FLAT
WAGON

261

18 Type of
coupler
CBC CBC CBC
19 Type of
bearing
CTRB CTRB CTRB

* = In 636 Mtrs Loop length without safety wagon.

SN Description of
wagon
BOBR
(20.32t)
BOBRM1
(22.32t)
BOBRN
(20.32t.)
1 Length over Hd.
Stock
10671mm. 10671mm. 9671mm
2 Length over
buffer/couplers
11600 mm 11600 mm 10600 mm
3 Length inside 8732 mm 8732 mm 9327 mm
4 Width
inside/overall
3340/3500
mm
3340/3500
mm
3340/3500
mm
5 Height inside/from
rail
2461/3735
mm
2461/3735
mm
2466/3735
mm
6 Bogie centres 7571mm 7571mm 6790 mm
7 Journal centres 2260 mm 2260 mm 2260 mm
8 Wheel dia. On
tread
1000 mm 1000 mm 1000 mm
9 Nominal max. axle
load
20.32 t. 22.32 t. 20.32 t.
10 Tare 26.40 t. 26.40 t. 25.61 t.
11 Pay load 54.88 t. 62.88 t. 55.67 t.
12 Ratio pay load
/tare
2.08 t. 2.38 2.17
13 Gross load 81.28 t. 89.28 t. 81.28 t.
14 No. of wagons per
rake
53 53 58
15 Throughput per
rake
2908.64 t. 3333 t. 3228.86 t.

262

16 Loading density 7.006 t/m 7.69 t/m 7.67 t/m
17 Cubic capacity 57.20 m3 57.20 m3 56.78 m3
18 Type of coupler CBC CBC CBC
19 Type of bearing CTRB CTRB CTRB

 

SN Description
of wagon
BOBRNM1
(22.32t)
BOBRNHS BOBRN(22.32t)
1 Length over
Hd. Stock
9671mm 9671mm 9671mm
2 Length over
buffer/couplers
10600 mm 10600 mm 10600 mm
3 Length inside 9327 mm 9327 mm 9327 mm
4 Width
inside/overall
3340/3500
mm
3340/3500
mm
3340/3500 mm
5 Height
inside/from rail
2466/3735
mm
2466/3735
mm
2466/3735 mm
6 Bogie centres 6790 mm 6790 mm 6790 mm
7 Journal
centres
2260 mm 2260 mm 2260 mm
8 Wheel dia. On
tread
1000 mm 1000 mm 1000 mm
9 Nominal max.
axle load
22.32 t. 20.32 t. 22.32 t.
10 Tare 25.61 t. 25.61 t. 25.61 t.
11 Pay load 63.67 t. 55.67 t. 63.67 t.
12 Ratio pay load
/tare
2.48 2.17 2.48
13 Gross load 89.28 t. 81.28 t. 89.28 t.
14 No. of wagons
per rake
58 58 58
15 Throughput
per rake
3692.86 t. 3228.86 t. 3692.86 t.

263

16 Loading
density
8.421 t/m 7.67 t/m. 8.421 t/m
17 Cubic capacity 56.78 m3 56.78 m3 56.78 m3
18 Type of
coupler
CBC CBC CBC
19 Type of
bearing
CTRB CTRB CTRB

 

S.N Description
of wagon
BOBSN
(22.9t.)
BOBSNM1 BRN22.9
1 Length over
Hd. Stock
10668 mm 10668 mm 13716 mm
2 Length over
buffer/couplers
11597 mm 11597 mm 14645 mm
3 Length inside 9296 mm 9296 mm 13716 mm
4 Width
inside/overall
2743 mm 2743 mm 2930 mm Inside
5 Height
inside/from rail
2032/3301
mm
2032/3301
mm
2555 mm from
6 Bogie centres 7112 mm 7112 mm 9144 mm
7 Journal
centres
2260 mm 2260 mm 2260 mm
8 Wheel dia. On
tread
1000 mm 1000 mm 1000 mm
9 Nominal max.
axle load
22.9 T. 25.00t. 22.9 t.
10 Tare 30.0 t. 30.0 t. 23.3 t.
11 Pay load 61.6 t. 70.0 t. 68.292 t.
12 Ratio pay load
/tare
2.05 2.33 t. 2.93
13 Gross load 91.6 t. 100.00 t. 91.6 t.
14 No. of wagons
per rake
42

264

15 Throughput
per rake
2868
16 Loading
density
7.89 t/m. 8.62 t/m. 6.25 t/m.
17 Cubic capacity 34.0m3 34.0m3 FLAT WAGON
18 Type of
coupler
CBC CBC CBC
19 Type of
bearing
CTRB CTRB CTRB

 

S.N Description
of wagon
BOMN BRSTN BWTB
1 Length over
Hd. Stock
18460 mm 13716
mm
15510
mm.
2 Length over
buffer/couplers
19742
mm
14968
mm
16792
mm.
3 Length inside 18460 mm 13716
mm
15510
mm.
4 Width
inside/overall
3100/3200
mm
3200 mm 3048 mm.
5 Height
inside/from rail
1275 mm 1264 mm 1306 mm
(1055 mm
in well
Area)
6 Bogie centres 13890
mm
9144 mm 11850
mm.
7 Journal
centres
2260 mm 2260 mm 2260 mm.
8 Wheel dia. On
tread
1000 mm 1000 mm 1000 mm.
9 Nominal max.
Axle load
16.41 T. 20.32 t. 22.9 t.
10 Tare 29.776 t. 25.01 t. 31.210 t.
11 Pay load 35.850 t 56.27 t. 60.390 t.

265

12 Ratio pay load
/tare
1.2 2.25 1.93
13 Gross load 65.626 t. 81.28 t. 91.6 t.
14 No. of wagons
per rake
Military special Wagons
15 Throughput
per rake
Used for transportation of special
consignment of Defense
16 Loading
density
3.324
t/m.
5.419
t/m.
5.45 t/m.
17 Cubic capacity Flat
wagon
Flat
wagon
Well
wagon
18 Type of
coupler
Transition
CBC
Transition
CBC
Transition
CBC
S.N Description
of wagon
BOMN BRSTN BWTB
19 Type of
bearing
CTRB
(6X11) E
CLASS
CTRB
(6X11) E
CLASS
CTRB
(6X11) E
CLASS
20 Type of
BOGIE
CASNUB-
22NLB
CASNUB-
22NLB
CASNUB-
22NLB
S.N Description
of wagon
BCACM-A BCACM-B
1 Length over
Hd. Stock
13625 mm 12212 mm
2 Length over
couplers
14569
mm
13171 mm
3 Length inside 13625 mm 122212 mm
4 Width overall 2600 mm 2600 mm
5 Height of floor
from rail level
999 mm 999 mm
6 Bogie centres 9675 mm 8812 mm
7 Journal
centres
2260 mm 2260 mm
8 Wheel dia. On
tread
810-780
mm
810-780 mm
9 Nominal max. 8.28 t 7.9 t.

266

Axle load  
10 Tare 26.3 t. 24.8 t.
11 Pay load 6.825 t 6.825 t.
12 Ratio pay load
/tare
0.26 0.28
13 Gross load 33.125 t 31.625 t
14 No. of wagon
per Rake (45
wagons)
18 27
15 Loading
density
2.27 t/m 2.40 t/m
16 Cubic
Capacity
Auto car wagon
17 Type of
coupler
Non
transition
CBC in
one end
and SDB
in other
end
SDB both ends
18 Type of
Bearing
CTRB
(6X11) E
CLASS
CTRB (6X11) E
CLASS)
19 Type of
BOGIE
LCCF-20 (C)

267

S.N. Description of
wagon
BCACBM-A BCACBM-B
1 Length over Hd.
Stock
22626 mm 22626 mm
2 Length over
couplers
23555 mm 23555 mm
3 Length inside 22626 mm 22626 mm
4 Width
inside/overall
2896/2900
mm
2896/2900
mm
5 Height of floor
from rail level
1182/938 mm 938 mm
6 Bogie centres 14345 mm 14345 mm
7 Journal centres 2260 mm 2260 mm
8 Wheel dia. On
tread
840 mm 840 mm
9 Nominal max.
Axle load
12.23 t 12.16 t.
10 Tare 35.86 t. 35.77 t.
11 Pay load 15 t 15 t.
12 Ratio pay load
/tare
0.42 0.42
13 Gross load 50.86 t 50.77 t
14 No. of wagon per
Rake
6 21
15 Loading density 2.16 t/m 2.16 t/m
16 Total Number of
cars per Rake
Maximum 318 Small cars
17 Type of coupler Non
Transition
Non-Transition
18 Type of Bearing CTRB (6X11)
E-CLASS
CTRB (6X11)
E-CLASS)
19 Type of BOGIE LCCF-20 (C)

268

S.N Description of wagon BOBYN (Design-C)
1 Length over Hd.Stock 10718 mm
2 Length over buffer/couplers 11647 mm
3 Length inside 9000 mm
4 Width inside/overall 2863/3189 mm
5 Height inside/from rail 2024/3239 mm
6 Bogie centres 7470 mm
7 Journal centres 2260 mm
8 Wheel dia. On tread 1000 Dia.
9 Nominal max. axle load 22.9 t.
10 Tare 25.0 t.
11 Pay load 66.6 t.
12 Ratio pay load /tare 2.664
13 Gross load 91.6 t.
14 No. of wagons per rake 50
15 Throughput per rake 3330 t.
16 Loading density 7.86 t/m
17 Cubic capacity 46.1 m3
18 Type of coupler NT. CBC
19 Type of bearing CTRB (6X11) E-class

269
Appendix N
LIST OF MUST CHANGE ITEMS DURING POH
and ROH
ITEMS TO BE REPLACED DURING ROH

S.N. Description
of Item
Justification for Replacement
A CASNUB BOGIE
A-1 SF Key nut
bolt with
washer
During dismantling of wheel from bogie, it is
necessary to cut the bolt since it is tack
welded with nut. Therefore the committee
recommends 100% replacement of this item
during ROH.
A-2 Split Pin 12
x 110 mm
The split pins of Brake Shoe key are being
changed 100% in some depots as they are
getting distorted /damaged while taking out
the brake blocks. Hence 100% replacement
is recommended during ROH.
A-3 CTRB
Locking
plate
The Locking plates are being changed on
100% basis. While carrying out the UST of
Wheel sets, the locking plates are to be
removed and while doing so, tabs are getting
damaged or broken. Hence 100 %
replacement is recommended during ROH.
B CBC
B-1 Striker
casting
Wear Plate
This item is subjected to wear in service as it
comes in contact with CBC Shank. Wear
Plate. Some ROH depots are replacing the
item to the extent of 100 %. The worn out
component will have serious impact on
uncoupling of CBCs and it will also damage
CBC shank; it will cause ovality on the top

270

portion of Yoke Pin hole. Therefore the
committee recommends 100% replacement
of this item during ROH.
 
C Air Brake System  
C-l Dirt
Collector
Filter
This is basically a non-metallic strainer and
of a small value. At present depots are
changing on condition basis and there is an
apprehension that dirt collectors are not at all
opened in depots during ROH. There are
many cases of DV malfunctioning and
subsequent brake bindings in service and
the filter is playing a major role. Therefore the
committee recommends 100% replacement
of this item during ROH so that it will be
compulsory on the part of the depot to open
the Dirt Collector.
C-2 Dirt
Collector
Washer (‘O’
Ring)
These are the small value rubber items
perishable in nature and getting damaged
while opening the assemblies. Therefore the
committee recommends 100% replacement
of this item during ROH.
C-3 Rubber
gaskets
C-4 MU washers
C-5 AR Drain
Plug leather
washer
These items are perishable in nature getting
damaged while opening the assemblies.
Therefore the committee recommends 100%
replacement of this item during ROH
C-6 BC Drain
Plug leather
washer
D Tank wagons
D-1 Filling Pipe
Joint Ring

271

(BTPN) These are the rubber items perishable in
nature and getting damaged while opening the
assemblies.
Therefore the committee recommends
100%replacement of this item during ROH.
D-2 Man Hole
Cover
Sealing
Ring.

ITEMS TO BE REPLACED DURING POH

S.N. Description
of Item
Justification for Replacement
A CASNUB BOGIE
A-1 Side Frame
1 Pedestal
Jaw Liners
These items are subjected to wear in service
as they are continuously in contact with
adaptor and not expected to last beyond one
POH. The liners of suitable thickness are
Required to be welded. Therefore the
committee recommends 100% replacement of
these items during POH. Committee also
recommends that no weld metal deposit
should be done on the pedestal jaw surfaces
to maintain the clearances as no machining is
done after welding. RDSO may explore the
possibility of liners in original design. The
smoothness of the surface is primarily
important.
2 SF Key nut
bolt with
washer
During dismantling of wheel from bogie, it is
necessary to cut the bolt since it is tack welded
with nut. Therefore the committee
recommends 100% replacement of this item
during POH.
A-2 Bolster
1 Land surface
liner
These items are subjected to wear in service
as they are continuously in contact with

272

adaptor and expected to last from POH to
POH. The liners of suitable thickness are
required to be welded. Therefore the
committee recommends 100% replacement of
this item during POH.
 
2 Pocket slope
liner
 
3 Rotation
stop lug liner
 
A-3 Bogie Brake Gear  
Split Pin 12 x
110 mm
The split pins of Brake Shoe key are being
changed 100% in some depots as they are
getting distorted/ damaged while taking out the
brake blocks. Hence 100% replacement is
recommended during POH.
 
A-4 CTRB
Locking
plate
The Locking plates are being changed on
100% basis. While carrying out UST of the
Wheel sets, the locking plates are to be
removed and while doing so, tabs are getting
damaged or broken. Hence 100 %
replacement is recommended during POH.
A-5 Elastomeric
pads
It has been observed that many workshops are
replacing this item to the extent of 100%.
Being a rubber component, committee
recommends 100% replacement of this item
during POH. However, the serviceable EM
Pads shall be given to divisions for
replacement during the course of train
examination.
B Draw and Buffing Gear Assembly
B-1 Knuckle Knuckle is subjected to wear on Nose, Pulling
lug area. Some workshops are changing on
100% basis and released serviceable material
is given to divisions. Knuckles are playing very
important role in coupling gear. In the present
spurt of train parting I uncoupling cases
Knuckles might be playing a vital role.

273

Upgraded couplers are being developed by
RDSO as per WD70BD-10. The committee
therefore recommends one time replacement
of indigenous knuckles with the upgraded
knuckles as per WD- 70-BD-10. However,
serviceable knuckles shall be given to
divisions for replacement during train
examination.
 
B-2 CBC Lock Lock is subjected to wear on contact area
corresponding to Knuckle pulling lug and
curved surface. Committee has observed that
majority of the uncoupling cases are on
account of worn out Locks. Upgraded couplers
are being developed by RDSO as per WD-70-
BD-10.The committee therefore recommends
one time replacement of indigenous CBC
locks with the upgraded CBC locks as per WD-
70-BD-10. However, serviceable locks shall be
given to divisions for replacement during train
examination.
B-3 Rotary Lock
Lift
Assembly
Mostly, the Anti-Creep Lug of Lock Lifter
Assembly is found in worn condition.
Moreover, the alignment is disturbed due to
riveting became loose in service Upgraded
couplers are being developed by RDSO as per
WD-70-BD-10. The committee therefore
recommends one time replacement of
indigenous lock lift assembly with the
upgraded lock lift assembly as per WD-
70:BDl0. However, serviceable assemblies
shall be given to divisions for replacement
during train examination.

274

B-4 Bearing
Piece
The committee observed that consumption of
this item between workshops to workshop
varies from 3% to 33%. The item is subjected
to wear in service; the slot (17.5 mm x 17.5
mm) of bearing piece becomes worn out in
service and not holding the Operating Handle
in position. As a result the operating handle
along with Rotary Lock Lift Assembly gets
displaced from its position thereby causing
uncoupling of CBC. The item is not expected
to last beyond one POH. The committee
therefore recommends 100% replacement of
this item. However, serviceable bearing pieces
shall be given to divisions for replacement
during train examination.
B-5 Yoke Pin
support
plate liner
This item is subjected to wear particularly due
to interaction of Yoke Pin’s vertical movement.
The pin makes a dent mark on the liner which
is dangerous which restricts the movement of
the yoke pin resulting in the breakage of
Support plate rivets. The item is not expected
to last beyond one POH cycle. The committee
therefore recommends 100% replacement of
this item.
B-6 Shank Wear
Plate
This item is subjected to wear in service as it
comes in contact with CBC Shank Wear Plate.
Some workshops are replacing the item to the
extent of 70%. The worn out component will
have serious impact on uncoupling of CBCs
and it will also damage CBC shank. The life of
the component is not expected beyond one
POH cycle. Therefore the committee

275

recommends 100% replacement of this item
during POH.
 
B-7 Striker
Casting
Wear Plate
This item is subjected to wear in service as it
comes in contact with CBC Shank. Some
workshops are already replacing the item to
the extent of 100%. The worn out component
will have serious impact on uncoupling of
CBCs. The life of the component is not
expected beyond one POH cycle. Therefore
the committee recommends 100%
replacement of this item during POH.
C Air Brake System
C-1 Dirt
Collector
Filter
This is basically a non-metallic strainer and of
a small value item. At present workshops are
changing on condition basis. There are many
cases of DV malfunctioning in service and the
filter is playing a major role. The life of the
component is not expected beyond one POH
cycle. Therefore the committee recommends
100% replacement of this item during POH.
C-2 Dirt
Collector
Rubber
Washer (‘O’
Ring)
These are the rubber items perishable in
nature and getting damaged while opening the
assemblies. The life of the items is not
expected beyond one POH cycle. Therefore
the committee recommends 100%
replacement of this item during POH.
C-3 Rubber
gaskets
C-4 Rubber
Seals of Cut
off
Angle
Cocks.

276

C-5 MU
washers
 
C-6 Grip seals /
Rubber
washers
 
C-7 AR Drain
Plug leather
washer
These are items perishable in nature and
Getting damaged while opening the
assemblies. Therefore the committee
recommends 100% replacement of this item
during POH.
C-8 BC Drain
Plug leather
washer
C-9 BP Air Hose This item is generally tested during POH for
leakage and bulging at 10 Kg/cm2 pressure
and about 50% rejection is there. Moreover,
there are large numbers of service failures.
Some workshops are changing 100%. Being a
Rubber item; it is not expected to last beyond
one POH cycle. Therefore the committee
recommends 100% replacement of this item
during POH. However, serviceable hoses shall
be given to divisions for replacement during
train examination.
D Tank wagons
D-1 Filling Pipe
Joint Ring
(BTPN)
These are the rubber items perishable in
nature and getting damaged while opening the
assemblies. Therefore the committee
recommended 100% replacement of this item
during POH.
D-2 Man Hole
Cover
Sealing
Ring.

Note: Zonal railways may review the consumption of items and
further rationalize the AAC of the items at their ends.
277
Appendix O
LIST OF IMPORTANT MODIFICATIONS TO BE
CARRIED OUT ON FREIGHT STOCK
(IRCA letter no. M/129/Policy/W dated 12.4.99 &
Rly. Bd. L. No. 98/M (N)/951/11 dt.6.4.99)
I. WHEELS, AXLES, BEARINGS

SN Item
Description
RDSO’s
Reference
To be done in  
Sick
line
ROH POH New
built
 
1 Adoption of
worn wheel
profile for all
BG wheels
MW/CWSC/58
dt.18.3.92
Yes Yes Yes Yes
2 Additional
Intermediate
Profile for
wagon
wheel.
RDSO letter no.
MW/WA/GENL.
Dated
13/15.01.2010
Yes Yes
3 Stamping of
Overhauling
date of
CTRB on
Backing
Ring
RDSO letter no
MW/WA/GENL
Dated 26.04.2012
Yes

278

4 Non Use of
Seal Wears
Rings with
vent holes
1.RDSO letter no.
MW.RB.GENL.
Dated
15/18.06.2012
2. RDSO letter no.
MW/RB/BOXN
Dated
08/12.08.2002
Yes
5 Non Use of
Backing
Rings with
Vent holes
1. RDSO letter no.
MW/RB/BOXN
Dated 20.12.1993
2. RDSO letter no.
MW/RB/BOXN
Dated 02.06.1995
Yes
6 Phasing out
of wheels
having
Sprag,
Holes from
freight
stock.
Railway Board’s
letter no.
2000/M(N)/960/1/Pt
Dated03.09.2008
Yes

279
II. WAGON SUPER STRUCTURE AND BRAKE RIGGING

1 Strengthening
of horizontal
lever support
(large on
BOXN/BCNA
wagons)
MW/BOXN/MAINT/d
t.24.1.94
No Yes Yes Yes
2 Provision of
anti rotation
lug on empty
tie rod
coupling nut
of
BOXN/BCN
wagons
MW/BOXN/MAINT/d
t.15.1.94
Yes Yes Yes Yes

 

S N Item
Description
RDSO’s
Reference
To be done in  
Sick
line
ROH POH New
built
 
5 Provision of
side bracket
with link on
BRH/BRN
wagons to
facilitate
securing of
steel plant
consignment to
wagon body
MW/ACT/B
G dt.
27.5.94
NO Yes Yes Yes
6 Modification to
empty/load
spindle bracket
MW/BTPN
dt. 1.11.94
NO NO Yes Yes
7 Provision of
extra roller type
NO Yes Yes NO

280

pulls rod
supports as per
drg. WD-
90016-S/1
Alt 12
 
8 Under frame
strengthening
of all welded
BRN wagons
MW/BRN dt
12.12.98
NO NO Yes Not
unde
r
manu
factur
er
9 Modification of
existing door
hold stiffener of
BOBRN
MW/DOM/
BOBR
dt. 14.6.90
NO Yes Yes Yes
1 0 Modification to
anchoring tee
joint on BTPN
wagons
MW/BTPN
dt.24/26.8.
98
NO NO Yes NA

III. COUPLER & DRAFT GEARS

1 Fitment of modified
striker casting
wear plate in CBC
MW/CPL/BG/
HT
dt.6.1.88
NO NO Yes Yes
  1. AIR BRAKE SYSTEM
1 Standardization of
isolating handle
cock on DV
MW/APB/TP/
M
dt.27.9.88
NO Yes Yes Yes
2 Modification to
filtering
arrangement of
C3W DV of SCL
MW/APB/TP/
M
dt.24.11.88
NO Yes Yes Yes
3 Provision of
additional APD to
DV
MW/APB/TP/
M
dt.1/6-5-92
NO Yes Yes Yes
4 Modification to
quick release
MW/APB/TP/
M
NO Yes Yes Yes

281

valve of DV of
Escorts make
dt.3/9-7-92  
5 Strengthening of
APD for DV
MW/APB/TP/
M
dt.15.7.92
NO NO Yes Yes
6 Modification to the
piping of BVZC
wagon for fitment
of quick coupling
and detachable
pressure gauge
MW/APB/TP/
M
dt.3/6-12-93
NO Yes Yes Yes
7 Modification to
hose coupling
support
MW/APB
8/10-4-94
NO Yes Yes Yes
8 Modification to the
locking
arrangement of
barrel with leader
nut
casing of DRV2-
600
MW/SLA
dt. 20/21-7-
88
NO Yes Yes Yes

282
LIST OF
PLATES
For
CONFERENCE
RULES
PART-III
283
284
285
PLATE 3
MARKING OF GOODS BRAKE VAN (BVZC)
See Rule 2.4
286
PLATE 4
MARKING OF OPEN WAGON
See Rule 2.4
287
PLATE 5
MARKING OF HOPPER WAGON
See Rule 2.4
288
PLATE 6
MARKING OF WELL WAGON
See Rule 2.4
289
PLATE 7
MARKING OF WELL WAGON
See Rule 2.4
290
PLATE 8
MARKING OF RAIL WAGON
See Rule 2.4
291
PLATE 9
MARKING OF CONTAINER FLAT (BG)
See Rule 2.4
292
PLATE 10
MARKING OF STANDARD WAGONS FOR
INTERCHANGE
BETWEEN PAKISTAN AND INDIA
SEE RULE H.1.3
NOTE:
THE MARK SHOULD BE STENCILED BELOW THE
RETURN DATE WITH WHITE PAINT
NOTE: To be stencilled immediately below the return
date. All dimensions are in millimetres. Inch dimensions
are shown in brackets.
293
PLATE 11
PR PLATE FOR STOCK WITH ROLLER
BEARING AXLE BOXES
SEE RULE 2.4.5
294
PLATE 12
PR PLATE FOR STOCK WITH ROLLER
BEARING AXLE BOXES
SEE RULE 2.4.5
295
PLATE 13
PR STENCIL FOR STOCK WITH ROLLER
BEARING AXLE BOXES
SEE RULE 2.4.5
296
PLATE 14
PR STENCIL FOR STOCK FITTED WITH
ROLLER BEARING AXLE BOXES
See Rule 2.4.5
NOTE: (1) to be stencilled with white paint.
(2) All dimensions are in millimetres
297
PLATE 15
STANDARD PLATE FOR INTERCHANGE
JUCTION AND DATE ON NP WAGONS
See Rule 2.4.6
Note: All dimensions are in millimetres.
298
PLATE 16
STANDARD PLATE FOR INTERCHANGE
JUCTION
AND DATE ON NP WAGONS (IN HINDI)
See Rule 2.4.6
Note: All dimensions are in millimetres
299
PLATE 17
STEEL PLATE WITH ENGRAVED MARKING
FOR WAGONS
See Rule 2.5.1 & 2.5.2
Note: 1) Depth of engraving of letter 2 mm.
2) All dimensions are in mm.
300
PLATE 18
STANDARD AXLE-BROAD GAUGE WITH CTRB
(22.9 T)
See Rule 2.8.1
301
PLATE 19
SOLID WHEEL (FORGED OR ROLLED STEEL)
1000 mm DIAMETER
See Rule 2.8.1
302
Plate 20
1000 mm DIAMETER CAST WHEEL
See Rule 2.8.1
303
Plate 21
840 mm DIAMETER CAST WHEEL
( See rule 2.8.1)
304
PLATE: 22
AXLE FOR 22.9 T (RB) BG
(See rule 2.8.1)
305
PLATE: 23
WHEEL AND AXLE ASSEMBLY FOR CASNUB
TYPE BOGIES
(See rule 2.8.1)
306
PLATE: 24
WHEEL AND AXLE ASSEMBLY FOR CASNUB
TYPE BOGIES
(See rule 2.8.1)
307
PLATE: 25
WHEEL & AXLE ASSEMBLY FOR CONTAINER
FLAT WAGONS
(See rule 2.8.1)
308
PLATE: 26
Ø840 mm WHEEL SET FOR CONTAINER FLAT
WAGONS
See rule 2.8.1
309
PLATE 27
WHEEL SOLID 915 mm diameter for 22.9 Ton AXLE
See Rule 2.8.1
310
PLATE 28
WORN WHEEL PROFILE -BG
(See Rule 2.8.1 & 2.8.14.4)
311
PLATE 29
INTERMEDIATE PROFILE OF WHEEL TREAD
See Rule 2.8.1
312
PLATE 30
MARKING FOR ULTRASONIC TESTING OF
AXLES
(TO BE DONE ON WHEEL HUB)
See Rule 2.8.4 (c)
PLATE 31
313
WHEEL TIGHT OR SLACK TO GAUGE
See Rule 2.8.5 & 4.19.1
Note: – (1) Vehicles or wagons may be refused if the
gauge of any pair of wheels is –
On Broad Gauge: Less than 1599 or more then 1602.
(2) All dimensions are in millimetres.
314
PLATE 32
STAMPING SHOP INITIALS ON AXLES
See Rule 2.8.6
315
PLATE 33
STAMPING SHOP INITIALS ON REDISCED
WHEELS
See Rule 2.8.6.1
NOTE:
1. MARKING SHOULD BE DONE ON INDIVIDUAL WHEEL DISC.
2. REFFER DRG.NO WD-81089 –S-1 FOR MARKING OF ULTASONIC
TESTING (UT).
RDSO DRAWING – WD-87080-S-01
RD
316
PLATE 34
SPRING SEAT (W/SN – 1616) (For 255 mm X 130
mm AXLE BOX WA/AB – 570)
See Rule 2.13.1 (i)
317
PLATE 35
MARKING OF CYLINDRICAL R.B. AXLE BOXES
AFTER POH
318
Plate 36
Bearing/CTRB marking
See rule 2.9.1.2
Note: bearing that have been serviced during POH or
otherwise because of rediscing, hot box, accident etc have
to be permanantly and legibly marked on the Cup/Outer
ring inner diameter on the straight portion in the centre
between the raceways as shown in the above Figure.
319
Plate 37
MARKING OF OVERHAULING PARTICULERS
ON BACKING RING OF CTRB
(See rule 2.9.1.2)
320
Plate No 38
PLATE SHOWING EXTENT TO WHICH CRACKED/
BROKEN HORN CHEEK MAY BE ACCEPTED IN
INTERCHANGE
(See rule 4.11.2)
(a) Any crack not extending up to any of the rivet hole is
permissible.
(b) Maximum permissible breakage/ cracked portion of the cheeks,
crack/ breakage not to pass through rivet holes.
Note: All dimensions are in millimetres.
321
PLATE 39
MAXIMUM PERMISSIBLE CLEARANCE
ALLOWED
BETWEEN AXLE BOX & AXLE GUARD
See Rule 2.10.1
‘A’ – INDICATES LATERAL CLEARANCE
‘B’ – INDICATES LONGITUDINAL
CLEARANCE
322
Plate 40
PACKING PLATE FOR CBC HEIGHT
ADJUSTMENT FOR CASNUB BOGIE
(See rule 2.13.1)
323
PLATE 41
DIAGRAMS OF SECURITY FASTENINGS FOR
BOLTS
See Rule 2.15.1
324
PLATE 42
PATCHING OF SOLE BAR
See Rule 2.20.2.4.1
Note: (1) All dimensions are in millimetres.
(2) Pitch of rivets should not be more then 89
325
PLATE 43
ANTI-PILFERAGE DEVICE FOR BRAKE BLOCK
AND BRAKE BEAM HANGER WITH BOGIE
COLUMN OF B.G BOGIE WAGONS
See Rule 2.22.1. (a. i)
326
PLATE 44
ANTI-PILFERAGE DEVICE FOR PUSH ROD
SUPPORT LINK, BRAKE CONNECTING LINK
AND SWING LINK WITH BRAKE EQUALISING
LEVER OF B.G BOGIE WAGONS
See Rule 2.22.1 (a. ii)
327
PLATE 45
ANTI-PILFERAGE DEVICE FOR HAND BRAKE
LEVER PULL ROD, SHORT CONNECTING
LINK, WITH BRAKE SHAFT ARM ARRGT. OF
B.G. BOGIE WAGONS EXCEPET ‘BWL’ AND
‘BWX’
See Rule 2.22.1 (a. iii)
328
PLATE 46
ANTI- PILFERAGE DEVICE FOR BRAKE AXLE
PULL ROD CONNECTING LINK PUSH ROD
SUPPORT LINK WITH BRAKE EQUALISING
LEVER OF B.G. BOGIE WAGONS
See Rule 2.22.1 (a iv)
329
PLATE 47
ANTI-PILFERAGE DEVICE FOR HAND BRAKE
BELL CRANK HAND BRAKE BELL CRANK
BRACKET AND PULL ROD OF B.G. BOGIE
WAGONS
See Rule 2.22.1 (a. v)
330
PLATE 48
ANTI-PILFERAGE DEVICE FOR HAND BRAKE
WHEEL OF B.G. BOGIE WAGONS
See Rule 2.22.1 (b)
331
PLATE 49
Method of securing brake cylinder with brackets arrangement
Method of securing hand brake wheel arrangement
Method of securing release valve lever and spindle arrangement
Method of spindle pull rod roller and hanger arrangement
(See Rule 2.22.3)
(3)
332
PLATE 50
ANTI – PILFERAGE MEASURES FOR TANK
WAGON FITTINGS
See Rule 2.22.2 .1, 2.22.2.2 & 2.22.2.3
333
Plate 51
ANTI – PILFERAGE MEASURES FOR MDIFIED
BRAKE SYSTEM
See Rule 2.22.1.c
A
B E
H
C F
D G

(A) APD for Pins on Bogie Brake Cylinder
(B) APD for Primary Brake Beam
C) APD for Secondary Brake Beam
(D) APD for Push Rod
(E) APD for Brake Head
(F) APD for Cable Equalizer
(G) APD on APM
(H) Lock nut on APM

334
PLATE 52
TYRE DEFECT GAUGE FOR SOLID WHEELS
FOR BROAD GAUGE STOCK
(Steel Plate 3.2 mm Thick)
See Rule 3.3.5 & S 4.19.1
335
PLATE 53
METHOD OF USING TYRE DEFECT GAUGE
FOR CONDEMNING DIA. OF WHEEL RIM
See Rule 3.3.5 & S 4.19.1
336
PLATE 54
METHOD OF USING TYRE DEFECT GAUGE
FOR WORN TYRE OR DEEP FLANGE
See Rule 3.3.5 & S 4.19.1
337
PLATE 55
METHOD OF USING TYRE DEFECT GAUGE
FOR FLAT PLACES ON TYRES
See Rule 3.3.5 & S 4.19.1
338
PLATE 56
THIN AND SHARP FLANGE ON TYRES
See Rule 3.3.5 & S 4.19.1
339
PLATE 57
METHOD OF USING TYRE DEFECT GAUGE
FOR THIN FLANGE AND EXCESSIVE DEPTH
See Rule 3.3.5 & S 4.19.1
See Rule 3.3.5 & S 4.15.1
340
PLATE 58
METHOD OF USING TYRE DEFECT GAUGE
FOR RADIUS TOO SMALL AT ROOT OF
FLANGE
See Rule 3.3.5 & S 4.19.1
341
PLATE 59
DAMAGE LABELS
Size 185X140 mm.
See Rule 3.5.1 & 3.13.6
342
PLATE 60
RETURN SHOWING VEHICLES OR WAGONS
UNFIT OR FIT TO RUN
See Rule 3.5.2 & 3.9.1
Sample From A
343
PLATE 61
METHOD OF LOADING WHEELS
See Rule 3.9.2
344
PLATE 62
MAXIMUM AND MINIMUM DIMENSIONS (BG)
See Rule 3.9.3.4 & ‘S’ 4.8.1
345
PLATE 63
RETURN OF DAMAGES CAUSED BY THEFT
See Rule 3.10
Sample form B
Station …………..
Dated ……………
No…………
To
The Police Inspector
………………………
I beg to report the following deficiencies/ damages
which appear to have been caused by theft/mischief for
necessary action by your Department.

Date Time Vehicle or
Wagons
Particulars
of
Deficiencies/
Damages
Remarks
No. Train

*Guard……# Station Master……Train
Examiner……
* To be signed by the Guard when theft or mischief has
occurred on a running train.
# To be signed by the Station Master if it occurred in
traffic yard or siding.
Note: This form should be printed on half foolscap
paper.
346
PLATE 64
PRO FORMA FOR REPORTING DEFECTS IN
THE NEWELY BUILT WAGONS IN THE
PRIVATE SECTOR DURING WARRANTY
PERIOD
See Rule 3.11.2 & 3.11.3
347
PLATE 65
INDIAN RAILWAY STANDARDS VAN VALVE
ADAPTER ‘B’ (B.G)
See Rule 4.6.6
Note:
(1) Freely interchangeable with VBA 92 except for
metric threads.
(2) All dimensions are in millimetres
348
PLATE 66
Schematic Arrangement of Single pipe Air Brake
Equipment
on BOXN, BCN etc. Type of Wagons
See Rule D.1.1.1

FIG.
REF
. NO
DESCRIPTION QTY.
1 AIR BRAKE HOSE COUPLING 2
2 CUT OF ANGLE COCK 2
3 DIRT COLLECTOR 1
4 AUXILIARY RESERVIOR 100 lt. 1
5 BRAKE CYLINDER 355 MM 1
6 PIPE BRACKET WITH
CONTROL RESERVIOR
1
7 DISTRIBUTOR VALVE WITH
ADAPTOR
1
8 PIPES 20 mm. NB 1 set
9 PIPES 32 mm. NB 1 set

349
PLATE 67
Schematic Arrangement of Twin pipe Air Brake
Equipment
See Rule D.1.1.1
PLATE 68
350
Schematic Arrangement of Air Brake Equipment
of BVZC BRAKE VANS.
See Rule D.1.1.2
PLATE 69

FIG.REF.
NO
DESCRIPTION QTY.
1 HOSE COUPLING BP 2
2 CUT OF ANGLE COCK 2
3 DIRT COLLECTOR 1
4 AUXILIARY RESERVIOR 75 lt. 1
5 BRAKE CYLINDER 300 mm. 1
6 PIPE BRACKET WITH CONTROL
RESERVIOR
1
7 DISTRIBUTOR VALVE WITH ADAPTOR 1
8 PIPES 20 mm. NB 1 set
9 PIPES 32 mm. NB 1 set
10 PIPE 25 mm NB 1 set
11 QUICK COUPLING 1
12 GUARD’S EMERGENCY BRAKE VALVE 1
13 TEE FLANGE 32X32X25 1
14 TEE FLANGE 25X25X20 1
15 ISOLATING COCK 1

351
Schematic Arrangement of Air Brake Equipment
of BVZC BRAKE VANS for Twin Pipe Brake System
See Rule D.1.1.2

FIG.
REF.
NO
DESCRIPTION QTY. FIG.
REF.
NO
DESCRIPTION QTY.
1 HOSE COUPLING BP 2 13 TEE FLANGE
32X32X25
1
2 CUT OF ANGLE COCK 4 14 TEE FLANGE
25X25X20
1
3 DIRT COLLECTOR 2 15 ISOLATING COCK 3
4 AUXILIARY
RESERVIOR 75 lt.
1 16 PRESSURE GAUGE
(63 MM) for BP
1
5 BRAKE CYLINDER 300
mm.
1 17 PRESSURE GAUGE
(63 MM) for FP
1
6 PIPE BRACKET WITH
CONTROL
RESERVIOR
1 18 ELBOW FLANGE
with NIPPLE
1
7 DISTRIBUTOR VALVE
WITH ADAPTOR
1 19 PIPE 20 mmM N.B 1
8 PIPES 20 mm. NB 1 set 20 PIPE 20 mm N.B 1
9 PIPES 32 mm. NB 1 set 21 HOSE COUPLING
FP
2
10 PIPE 25 mm NB 1 set 22 PIPE 32 mm NB 1 Set
11 QUICK COUPLING 1 23 PIPE 32 mm. NB 1 Set
12 GUARD’S
EMERGENCY BRAKE
VALVE
2 24 CHECK VALVE 1

PLATE 70
352
Schematic Arrangement of Air Brake Equipment
On BOBR/BOBRN wagons.
See Rule D.1.1.3
PLATE 71
353
Schematic Arrangement of Air Brake Equipment
On BOBR/BOBRN Wagons for Twin Pipe
System
See Rule D.1.1.3
354
PLATE 72
PIPE BRACKET WITH CONTROL RESERVIOR
See Rule D.1.2.1
355
PLATE 73
BRAKE CYLINDER (355 mm)
See Rule D.1.2.2
356
PLATE 74
BRAKE CYLINDER (300 mm)
See Rule D.1.2.2
357
PLATE 75
AUXILIARY RESERVOIR (100 L)
See Rule D.1.2.3
358
PLATE 76
AUXILIARY RESERVOIR (75 L)
See Rule D.1.2.3
359
PLATE 77
CUT OFF ANGLE COCK
See Rule D.1.2.4
360
PLATE 78
AIR BRAKE HOSE COUPLING FOR BRAKE PIPE
See Rule D.1.2.5
361
PLATE 79
AIR BRAKE HOSE COUPLING FOR FEED PIPE
See Rule D.1.2.5
362
PLATE 80
LOAD SENSING DEVICE
See Rule D.1.2.12
363
PLATE 81
ISOLATING COCK
See Rule D.1.2.11
364
PLATE 82
DIRT COLLECTOR
See Rule D 1.2.6
365
PLATE 83
FLANGE WELDED JOINT
See Rule D.1.2.8
366
PLATE 84
FLANGE WELDED JOINT (PIPE TO
EQUIPMENT)
See Rule D.1.2.8
367
PLATE 85
GUARD’s EMERGENCY BRAKE VALVE
See Rule D.1.2.9
368
PLATE 86
PRESSURE GAUGE (100 mm) FOR BRAKE PIPE
See Rule D.1.1.2
369
PLATE 87
PRESSURE GAUGE (100 mm) FOR FEED PIPE
See Rule D.1.1.2
370
PLATE 88
PRESSURE GAUGE (63 mm) FOR BRAKE PIPE
See Rule D.1.1.2
371
PLATE 89
PRESSURE GAUGE (63 mm) FOR FEED PIPE
See Rule D.1.1.2
372
PLATE 90
QUICK COUPLING –BVZC
See Rule D.1.1.2 & D.1.2.10
373
PLATE 91
Schematic for Graduated Release Single Pipe Air
Brake System with Bogie Mounted Brake System
See Rule D.1.1.4
374
PLATE 92
Schematic for Graduated Release Twin Pipe Air
Brake System with Bogie Mounted Brake System
See Rule D.1.1.4
375
PLATE 93
Rake test rig for single pipe air brake system
See Rule D.1.3.1
376
PLATE 94
RAKE TEST RIG FOR TWIN PIPE AIR BRAKE
SYSTEM
See Rule D.1.3.1
Note: the equipments shown after the pit line are the parts
of mobile test stand.

Fig. Ref. No. Description Qty.
1 Compressor 2000L/Min pressure 8-10 Kg/Cm2 1
2 After Cooler 1
3 Check valve 1
4 Main reservoir 300 lts.1 1
5 safety valve 1
6 Filter 1
7 Cut off angle cock 2
8 Brake hose coupling BP 2
9 Single pressure gauge 6” 3
10 Driver’s Brake valve 1
11 Relay valve DU -22 1
12 Feed valve F-2 1
13 Isolating cock 3
14 Brake hose coupling FP 1
15 Equalising reservoir 9L 1

377
PLATE 95
MANUAL ADJUSTMENT OF BRAKE GEAR FOR
WAGON FITTED WITH CASNUB BOGIES
See Rule D.2.1
During POH/ROH or in field when brake bocks are
changed, manual adjustment of pin in end pull rod hole
to be done as per wheel tread diameter given below.

Hole
diameter on tread
A
Wheel
1000 – 982
B 981 – 963
C 962 – 944
D 943 – 925
E 924 – 906

378
PLATE 96
EMPTY LOAD BOX FOR BOXN WAGON
BOGIES
See Rule D.2.2
379
PLATE 97
300 SAFETY VALVE MIDLAND A-3200
See Rule E.4.1.9.1 & 4.1.9.2
380

Sr.
No.
Reqd.
No
Description Material Item No.
1. 1 Top guide Steel W S S insert 32-1-XS
2. 1 Stem St. steel 32-2-S S
3. 1 Retainer Steel Cd plated 32-3-C S
4. 1 Body Steel 32-4-C S
5. 1 Spring Metal alloy steel, Cd
plated
See table
6. 1 Follower Steel Cd plate 32-6-C S
7. 1 Spring guide Steel 32-7-C S
8. 1 Top lock nut Steel Cd plate 23-8-C S
9. 1 Washer Layer neuprin 23-9-L N
10. 1 Seat ‘O’ ring Buna N 70 D 32 -10-V
N
11. 1 Stem ‘O’ ring Buna N 70 D 32-11-V N
12. 1 Lower
adjustment nut
Steel Cd plated 23-12-C S
13. 1 Lower lock nut Steel Cd plated 23-13-C S
14. 4 Stud Metal alloy steel, Cd
plated
10-14-C S
15. 4 Stud nut Steel Cd plated 10-15-C S
16. 2 Seal Lead W S S wire 10-16-PV
17. 1 Name plate St. steel See table
Pressure setting C F M (Air) Spring
no.
Valve
no.
Name plate
225 P S E
15-85 KG/cm2
21800
10.3 M3/see
322.5 AS A-3225 32-23 SS

(i) Remove the complete safety valve from the man hole cover
plate and dismantle the components.
(ii) Remove all the rust and dust from the components and
inspect all them for any damage, excessive correction,
damaged; excessively worn out components should be
replaced.
381
PLATE 98
CHECK VALVE (MIDLAND A-134-W)
See Rule E.4.1.11.1

ITEM
No.
PART NAME MATERIAL PART NUMBERS
1. FLOT MALL IRON 130-1-MI
2. WASHER STEEL 130-2-CS
3. BODY STEEL 134-3-CS
4. COUPLING STEEL 134-4-CS
5. PLUG STEEL 134-5-CS

Max. Capacity -180 GPM of Propane
382
PLATE 99
MAGNETIC DEVICE
See Rule E.4.1.12
383
Items of Magnetic Device

Sr.
No
Item No. Reqd
No.
Name if
items
Material
1. 612 -1 MI 1 Cover Mild iron
2. 612 – 2 PE 1 Gauge rod Plastic
3. 612 – 3 –SS 1 Float
structure
St. steel
4. 612- 4-CS 1 Body Steel
5. 612 – 5 S S 1 Spring St. steel
6. 612 – 6 S S 1 Float gauge
tube
St. steel
7. 612 – 7 C S 1 Install core
nut
Steel
8. 612 – 8 P S 1 R G adjuster Plastic
9. 612 – 9 V N 1 Spring
bumper
Bune N
10. 612 – 10 S I 1 RG position
seal
Silicon
11. 612 – 11 V
N
1 Cover seal Bune N
12. 612 – 12 C
S
1 Set screw Steel
13. 612 – 13 C
S
1 Chain Steel
14. 612 – 14 F
C
1 Gauge rod
magnetic
structure
Plastic
Ferro
ceramic
15. 512 – 15 F
C
1 Float
magnetic
structure
Plastic
Ferro
ceramic

384
PLATE 100
SAMPLING VALVE (MIDLAND A-254)
See Rule E.4.1.13

ITEM
NO.
NAME MATERIAL
1. STEM S.S
2. BODY S.S
3. PLUG S.S
4. ROLL PIN S.S
5. ‘O’ RING BUNA-N
6. HANDLE C.R.S
7. SEAT TEFLON
8. RE TAINER S.S
9. PIN S.S

385
PLATE 101
FLOW CHECK VALVE FOR SAMPLING VALVE
See Rule E.4.1.13.5

ITEM NO. NAME MATERIAL
1. VALVE FLOW CHECK 18.8.55

386
PLATE 102
SAFETY VENT A-434
See Rule E.4.4.3.3.1.5 (i)

ITEM NO. NO
REQD.
PART NAME
1. 1 TOP
2. 1 BASE
3 1 DISC
4. 1 RETAINER
5. 1 SWING PIN
6. 4 NUT
7. 3 STUD
8. 1 HINGE PIN
9. 1 EYE BOLT
PIN
10. 1 CHAIN
11. 4 COTTOR PIN
12. 1 EYE BOLT
13. 1 SEAL
14. 1 TEN CHAIN

387
PLATE 103
2″ & 3″ ANGLE VALVE A – 734
See Rule E.4.4.3.3.1.5 (ii)

388

PLATE 104
WASHOUT PLUG
See Rule E.4.4.3.3.1.5 (v)

ITEM NO. NO REQD. NAME
1. 1 Plug retainer
2. 1 Washout plug
3. 1 Nozzle flange
4. 2 o-ring
5. 1 Blank flange
7. 1 ¾ ping plug
8. 8 Cap screw
9. 4 Shear bolt

389
PLATE 105
NOMINAL CLEARANCES (CASNUB 22W BOGIE)
See Rule E.2.4.2 (b) (iii)
390
PLATE 106
SIDE BEARER DETAIL (CASNUB 22W BOGIE)
See Rule E.2.4.2 (b) (iv)
391
PLATE 107
SIDE BEARER DETAIL (CASNUB 22W BOGIE)
See Rule E.2.4.2 (b) (iv)
392
PLATE 108
SINGLE WAGON TEST RIG
See Rule E.2.4.2 (d) (ix)
393

LIST OF BOOKS/MANUALS REFERRED IN IRCA PART-III  
S N RDSO
publication
Description Latest edition/ correction
1 G-52 Code of Practice for Rubber
lining of Hydrochloric acid
Tank Barrel
Nov.1967
2 G-55H Instructions for Maintenance
& Operation of Hydrochloric
acid tank wagon type ‘THA’
Aug.1976
3 G-62 Maintenance Manual of
Alliance II Coupler
June.1977
4 G-65 Maintenance Manual for 4
wheeled Liquefied
Petroleum Gas Tank Wagon
type ‘TPGLR’ (Preliminary)
Dec.1999
5 G-66 Maintenance Manual for
TSA & MBTSA
1983
6 G-70 Maintenance Manual for
BOXN
Aug.1998
7 G-71 Maintenance Manual for
Phosphoric acid Tank
Wagon
Feb.1999
8 G-72 Rev.II General Std. Spec. for
Fabrication of Wagon ‘U’
frame & Bogies
Oct.2001 &
Corrigendum No.1
of Nov.2002.
9 G-73 Inspection and Maintenance
Manual for BOBR/BOBRN
Oct., 2005 (Rev. I)
10 G-76 Inspection and Maintenance
of CBC for Line Staff
1987
11 G-79 Inspection and Maintenance
of BTAL /BTALN
Apl.1999
12 G-80 Inspection and Maintenance
of CBC for Workshop
1989
13 G-81 Inspection and Maintenance
of Cartridge Roller Bearing
fitted on Casnub Bogie
Feb.2000

394

S N RDSO
publication
Description Latest edition/ correction
14 G-83 Instruction for operation and
maintenance of bogie caustic
soda tank wagon type BTCS.
15 G-86 Rev.I Maintenance Manual for Bogie
Liquefied Petroleum Gas Tank
Wagon type BTPGL
Dec.1999
16 G-90 Maintenance and Operating
Instruction for Bogie Petroleum
Tank Wagon type ‘BTPN’
Aug.1998
17 G-95 Rev. I Instructions for Inspection and
Maintenance for Casnub Bogies
June.2003
18 G-97 Maintenance Manual for Air
Brake System for Freight Stock
July 2001 &
Amendment No.03
Jan.2010
19 G-100 Technical Pamphlet for
Instructions & Maintenance of
Automatic Twist Lock (ATL)
devices fitted on Container flat
wagons.
July. 2010 & May.
2012
20 G-103 Technical Pamphlet on
strengthening of under frame,
repair of critical weld joints,
repair of centre sill, Centre
girders and sole bar cracks.
Nov. 2010
May.2011 (Rev.2)
21 G-106 Operation and Maintenance
Manual For BCACBM Wagon
Feb-2014 (Version
Nil)
22 G-108 Instruction for Maintenance and
Operation of Bogie Petrol Tank
Wagon type BTFLN
23 WT-77-I Instructions for Inspection and
Maintenance of 20.3 tonne
Roller Bearing axle boxes fitted
on wagon.
Dec.1985

395

S N RDSO
publication
Description Latest edition/ correction
24 WT-79-I Instructions for Inspection and
Maintenance of 16.3 tonne
Roller Bearing axle boxes fitted
on wagon.
1987
24 WT-79-I Instructions for Inspection and
Maintenance of 16.3 tonne
Roller Bearing axle boxes fitted
on wagon.
1987
25 R-7 Instructions for Rectification of
Welding Defect on Bogie frame
(BOX Wagon)
Sep.1963

396

SUMMARY OF PLATES  
PLATE
NO.
DESCRIPTION RULE NO. Page No.
1 Marking of Covered Wagon 2.4 01
2 Marking of Goods Brake Van
(BVZI)
2.4 02
3 Marking of Goods Brake Van
(BVZC)
2.4 03
4 Marking of Open Wagon 2.4 04
5 Marking of Hopper Wagon 2.4 05
6 Marking of Well Wagon 2.4 06
7 Marking of Well Wagon 2.4 07
8 Marking of Rail Wagon 2.4 08
9 Marking of Container Flat
(B.G.)
2.4 09
10 Marking of Standard Wagons
for Interchange between
Pakistan and India
H.1.3 10
11 PR Plate for Stock fitted with
Roller Bearing Axle boxes
2.4.5 11
12 PR Plate for Stock fitted with
Roller Bearing Axle Boxes in
Hindi
2.4.5 12
13 PR Stencil for Stock fitted with
Roller Bearing Axle Boxes
2.4.5 13
14 PR Stencil for Stock fitted with
Roller Bearing Boxes in Hindi
2.4.5 14
15 Standard Plate for
Interchange Junction and
Date on NP Wagons
2.4.6 15
16 Standard Plate for
Interchange Junction and
Date for NP Wagons in Hindi
2.4.6 16
17 Steel Plate with Engraved
Marking for Wagons
2.5.1 & 2.5.2 17
18 Standard Axle-Broad Gauge
with CTRB (22.9 T)
2.8.1 18

397

SUMMARY OF PLATES

 

PLATE
NO.
DESCRIPTION RULE NO. Page No.
19 Solid Wheel (forged or Rolled
Steel) 1000 mm Tread
Diameter
2.8.1 19
20 1000 mm Diameter Cast
Wheel
2.8.1. 20
21 Wheel 800 mm Tread
Diameter
2.8.1 21
22 Axle for 22.9 T (RB) BG 2.8.1 22
23 Wheel and Axle Assembly for
CASNUB type Bogies
2.8.1 23
24 Wheel and Axle Assembly for
CASNUB type Bogies
2.8.1 24
25 Wheel and Axle for Container
Flat Wagons
2.8.1 25
26 Ø840 mm Wheel Set for
Container Flat Wagons
2.8.1 26
27 Wheel Solid 915 mm for 22.9
T Axle
2.8.1 27
28 Worn Wheel Profile -BG 2.8.1 &
2.8.14.4
28
29 Intermediate Profile of Wheel
Tread
2.8.1 29
30 Marking For Ultrasonic
Testing of Axles
2.8.4 (c) 30
31 Wheel Tight or Slack to
Gauge
2.8.5 &
4.19.1
31
32 Stamping Shop Initials on
Axles
2.8.6 32
33 Stamping Shop Initials on Re
disked Wheels
2.8.6.1 33
34 Spring Seat (W/SN-1616) (For
255 mm x 130 mm Axle Box
WA/AB-570)
2.13.1 (i) 34

398

SUMMARY OF PLATES

 

PLATE
NO.
DESCRIPTION RULE NO. Page No.
35 Marking of Cylindrical R.B.
Axle Boxes after POH
35
36 Bearing/CTRB marking 2.9.1.2 36
37 Marking of Overhauling
Particulars on Backing Ring of
CTRB
2.9.1.2 37
38 Horn Cheek wear 38
39 Maximum Permissible
Clearance Allowed
Between Axle Box & Axle
Guard
2.10.1 39
40 Packing Plate for CBC Height
Adjustment for CASNUB
Bogie
2.13.1 40
41 Diagrams of Security
Fastenings for Bolts
2.15.1 41
42 Patching of Sole Bar 2.20.2.4.1 42
43 Anti-Pilferage Device for
Brake Block and Brake Beam
Hanger with Bogie Column of
B.G Bogie Wagons
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 B.G Bogie Wagons
2.22.1 (a. ii) 44
45 Anti-Pilferage Device for Hand
Brake Lever Pull Rod, Short
Connecting Link, with Brake
Shaft arm of BG Bogie
Wagons Except ‘BWL’ and
‘BWX’
2.22.2. (a.iii) 45

399

SUMMARY OF PLATES

 

PLATE
NO.
DESCRIPTION RULE NO. Page No.
46 Anti-Pilferage Device for
Brake Pull Rod, Connecting
Link, Push Rod Support Link
with Brake Equalizing Lever of
BG Bogie Wagons
2.22.2. (a. iv) 46
47 Anti-Pilferage Device for Hand
Brake Bell Crank, Hand Brake
Bell Crank Bracket and Pull
Rod of BG Bogie Wagons
2.22.2. (a. v) 47
48 Anti-Pilferage Device for Hand
Brake Wheel of BG Bogie
Wagons
2.22.2(b) 48
49 Method of Securing Brake
Cylinder with Brackets
Arrangement
Method of Securing Hand
Brake Wheel Arrangement
Method of Securing Release
Valve Lever and Spindle
Arrangement
Method of Spindle Pull Rod
Roller and Hanger
Arrangement
2.22.3 49
50 Anti – Pilferage Measures for
Tank Wagon Fittings
2.22.2 .1,
2.22.2.2 &
2.22.2.3
50
51 Anti – Pilferage Measures for
APM
2.22.2.3 c 51
52 Tyre Defect Gauge for Solid
Wheels for Broad Gauge
Stock
3.3.5 & S
4.19.1
52

400

SUMMARY OF PLATES

 

PLATE
NO.
DESCRIPTION RULE NO. Page No.
53 Method of Using Tyre Defect
Gauge
for Condemning Dia. of Wheel
Rim
3.3.5 & S
4.19.1
53
54 Method of Using Tyre Defect
Gauge
for Excessively Worn Tyre or
Deep Flange
3.3.5 & S
4.19.1
54
55 Method of Using Tyre Defect
Gauge
For Flat Places on Tyres
3.3.5 & S
4.19.1
55
56 Thin and Sharp Flange on
Tyres
3.3.5 & S
4.19.1
56
57 Method of Using Tyre Defect
Gauge
for Thin Flange and Excessive
Depth
3.3.5 & S
4.19.1
57
58 Method of using Tyre Defect
Gauge
for Radius too small at Root of
Flange
3.3.5 & S
4.19.1
58
59 Damage Labels Size
185X140 mm.
3.5.1 & 3.13.6 59
60 Return Showing Vehicles or
Wagons Unfit or Fit To Run
3.5.2 & 3.9.1 60
61 Method of Loading Wheels 3.9.2 61
62 Maximum and Minimum
Dimensions (BG)
3.9.3.4 &
‘S’ 4.5.1
62
63 Return of Damages Caused
by Theft
3.10 63

401

SUMMARY OF PLATES

 

PLATE
NO.
DESCRIPTION RULE NO. Page No.
64 Pro forma for reporting defects
in the newely built Wagons in
the private sector during
warranty period
3.11.2 &
3.11.3
64
65 Indian Railway Standards Van
Valve Adapter ‘B’ (B.G)
4.14.7 65
66 Schematic Arrangement of
Single pipe Air Brake
Equipment on BOXN,BCN etc.
Type of Wagons
D.1.1.1 66
67 Schematic Arrangement of
Twin pipe Air Brake
Equipment
D.1.1.1 67
68 Schematic Arrangement of Air
Brake Equipment
of BVZC BRAKE VANS.
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 wagons.
D.1.1.3 70
71 Schematic Arrangement of Air
Brake Equipment
On BOBR/BOBRN Wagons
for Twin Pipe System
D.1.1.3 71
72 Pipe Bracket with Control
Reservoir
D.1.2.1 72
73 Brake Cylinder (355 mm) D.1.2.2 73
74 Brake Cylinder (300 mm) D.1.2.2 74
75 Auxiliary Reservoir (100 L) D.1.2.3 75
76 Auxiliary Reservoir (75 L) D.1.2.3 76
77 Cut Off Angle Cock D.1.2.4 77

402

SUMMARY OF PLATES

 

PLATE
NO.
DESCRIPTION RULE NO. Page No.
78 Air Brake Hose Coupling for
Brake Pipe
D.1.2.5 78
79 Air Brake Hose Coupling for
Feed Pipe
D.1.2.5 79
80 Load Sensing Device D.1.2.12 80
81 Isolating Cock D.1.2.11 81
82 Dirt Collector D 1.2.6 82
83 Flange Welded Joint D.1.2.8 83
84 Flange Welded Joint (Pipe to
Equipment)
D.1.2.8 84
85 Guard’s Emergency Brake
Valve
D.1.2.9 85
86 Pressure Gauge (100 mm) for
Brake Pipe
D.1.1.2 86
87 Pressure Gauge (100 mm) for
Feed Pipe
D.1.1.2 87
88 Pressure Gauge (63 mm) for
Brake Pipe
D.1.1.2 88
89 Pressure Gauge (63 mm) for
Feed Pipe
D.1.1.2 89
90 Quick Coupling –BVZC D.1.2.10 90
91 Schematic for Graduated
Release Single Pipe Air Brake
System
with Bogie Mounted Brake
System
D.1.1.4 91
92 Schematic for Graduated
Release Twin Pipe Air Brake
System
with Bogie Mounted Brake
System
D.1.1.4 92
93 Rake Test Rig for Single Pipe
Air Brake System
D.1.3.1 93

403

SUMMARY OF PLATES

 

PLATE
NO.
DESCRIPTION RULE NO. Page No.
94 Rake Test Rig for Twin Pipe
Air Brake System
D.1.3.1 94
95 Manual Adjustment of Brake
Gear for Wagon Fitted with
CASNUB Bogies
D.2.1 95
96 Empty Load Box for BOXN
Wagon Bogies
D.2.2 96
97 300 Safety Valve (MIDLAND
A-3200)
E.4.1.9.1 &
4.1.9.2
97
98 Check Valve (MIDLAND A-
134-W)
E.4.1.11.1 98
99 Magnetic Device E.4.1.12 99
100 Sampling Valve (MIDLAND A-
254)
E.4.1.13 100
101 Flow Check Valve for
Sampling Valve
E.4.1.13.5 101
102 Safety Vent A-434 E.4.4.3.3.1.5
(i)
102
103 2″ & 3″ Angle Valve A – 734 E.4.4.3.3.1.5
(ii)
103
104 Washout Plug E.4.4.3.3.1.5
(v)
104
105 Nominal Clearances
(CASNUB 22W BOGIE)
E.2.4.2 (b) (iii) 105
106 Side Bearer Detail (CASNUB
22W BOGIE)
See Rule E.2.4.2 (b) (iv)
E.2.4.2 (b) (iv) 106
107 Side Bearer Detail (CASNUB
22W BOGIE)
E.2.4.2 (b) (iv) 107
108 Single Wagon Test Rig E.2.4.2 (d) (ix) 108

404

Disclaimer
These Rules shall be followed in Broad
gauge Workshops, Sick lines/ROH depots and
Yards along with the instructions issued by
CMEs of the individual Railways.
It should be clear to all concerned 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.

 

What Is the Difference Between an Interest Rate and the Annual Percentage Rate (APR)?

I’m sure that everyone has in fact heard of the term mortgage especially in the US since it is a common means among people who want some capital when they need to buy a house or a property. When you talk of mortgage costs there are two things to deem one is the interest rate and the other being the Annual percentage rate also well-known as the APR. Even though they both describe the same they are not the same that is why many borrowers get confused.

Then what exactly is the difference?

1. Then let us define the interest rate as the cost of borrowing the principal loan amount. It may be fixed or variable depending on the loan. This is often articulated as a percentage.

2. However, Annual percentage rate is the bigger figure which comprises the other costs like broker fees, discounts, and closing fees, etc which is also a percentage.

3. The interest is established by existing rates and the borrower’s credit score. For example, the upper your credits score the lesser your interest rate will be. Your monthly sum is proportional to the interest charge and principal balance, not considering the Annual percentage rate.

4. An interest on a personal loan is diverse because it is only a proportion of the loan you’re charged for having a loan.

5. The Annual percentage rate, on the other hand, is decided by the lender, since it’s constituted of lender fees and other costs that differ from lender to lender.

Which is important Annual percentage rate?

Both interest and APR inform you of significant information about a loan. But comparing of a loan ts very useful:

• You can compare fruits to fruits. All lenders must pursue similar rules when computing Annual percentage rate (with a duo of differences we’ll touch on in a moment). You have an enhanced sagacity of the accurate cost of a loan with APR and you can compare it to other loans.

• You recognize how much a loan will cost at a glimpse. Without an affirmed APR, it’s a matter of toiling through individual fees and adding up them to the interest rate. That’s lengthy.

• You can observe how a great deal you’ll pay in fees. Contrast the APR to the interest rate. The nearer the two numbers, the smaller the amount fees are built-in.

Both the interest rate and APR inform you how much you’ll pay for a loan. But the APR let know you a lot more, so it’s usually more useful. Though, you’ll want to compare them both.

The Takeaway

This is a precious tool when comparing personal loans. Comprehending its correlation to the interest rate can help you decide intelligently when you shop for the loan that best meets your wants and budget.

Impact of COVID-19 on the Indian Insurance Sector

The Indian insurance sector is in general well equipped for key loss incidents, including pandemics; however, the financial implications will take time to take part in and will be insurer explicit. Insurers are acting in response to the expanding COVID-19 outbreak on numerous fronts-as claims payers, owners, and investment executives. Each has it’s own discrete confront, not just for the insurance industry, nevertheless for the global economy and the public at large.

A year which could have been an astounding year for the Indian insurance sector in terms of premium growth is abruptly staring at a state where harmonizing the last year’s figure seems an intimidating challenge. The most recent three months of financial years have conventionally been the months that observed peak collection for the industry.

Now given the lockdown in serious last week of April, premium collections are beginning to suffer considerably. The blow is enormous for the reason that most cities are now under lockdown. Owing to flight annulments, travel insurance is not being bought by customers. Purchasing new policies where insurers need to take up medical tests are consuming time and has a delay. There is no more new policy issuance for NRIs or those with current travel history. So, in general, the insurance segment has been hit in many directions.

Insurance Premiums Vs Death Claim challenge

In addition to the loss of new business premiums, the insurance sector is looking at a challenge of enhanced death claims. Though the government has proceeded positively and gone for a total lockdown of 21 days even prior to the number of death toll ascent to double digits. Nevertheless, given the early signs of community spread becoming obvious and the size of the country, nothing can be taken for granted. Insurance agencies feel it would be too early at this stage to remark on exponential augmentation in death claims in life insurance. If India can efficiently manage the spread, subsequently, there could be a slighter impact on life insurance claims. Talking about life insurance policies, a number of organizations will persist to honor the claims on current policies conversely; the price of future policies will see an increase in the rates and the number of policies that offer comprehensive coverage may witness a fall,

The IRDA Clarification

Corona is going to the major challenge the Indian insurance sector has seen so far. The infection has a pan-India reach and there is a very genuine risk of its distribution exponentially. Treatment of COVID-19 may require extended hospitalization which could be expensive. Many individuals have some type of health coverage, be it a company of personal health cover. Though, as this virus is new, there is a lot of uncertainty if corona cases would be covered under offered health policies or not. To deal with the concerns of the policyholders and to bring clearness on the coverage of coronavirus, insurance regulator IRDA came up with instructions for the insurance companies on March 4. The IRDA law stated: that if the hospitalization is covered then the insurance firms shall ensure that the cases related to COVID 19 shall be rapidly handled.

The Road Ahead

Though insurance firms are listed under the register of exempted services under the lockdown with common restrictions on movement there is barely any chance of new business. Insurance players with robust digital infrastructure ought to fare superior to others if there is a spiky rise in COVID-19 cases (as observed in China and Italy). One of the main challenges for insurers could be empowering substitute work arrangements for their employees and sales force such that they are more flexible and able to deal with rising claims and quicker response times.

QUIZ WAGON SET 4

6
Created on By admin

Wagons Set 4

1 / 25

The function of double release valve of the DV is

2 / 25

In air brake system, during insensitivity test Brake should not apply when the rate of drop of air pr in BP is -

3 / 25

The positions of Cut of angle cock handle while open is -

4 / 25

The function of dirt collector is to segregate dirt portion from the air

5 / 25

SAB fitted in-

6 / 25

What do you mean of SWTR?

7 / 25

SAB adjust clearance between -

8 / 25

As per population of air brake stock the percentage of distribution value should be kept as spares -

9 / 25

In wagon, hand brake is used when

10 / 25

The pressure of Auxiliary reservoir makes to work

11 / 25

Which equipments are not charged, when C3W DV is isolated in twin pipe system?

12 / 25

The type of joint for FP& BP is -

13 / 25

For testing DV the time required for charging CR from 0-48 kg/cm2 is

14 / 25

Piston stroke of the BVZC is -

15 / 25

Control rod of SAB when rotated for one round, control rod head moves by a distance of -

16 / 25

The diameter of air brake cylinder BOXN wagon is-

17 / 25

D.V. is directly attached with-

18 / 25

For testing Air pressure locomotive the test plate hole diameter is-

19 / 25

If ELD handle is kept on loaded position of empty wagon, the result will be -

20 / 25

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

21 / 25

When we release manually KE type DV, the air pressure release form -

22 / 25

What should be the brake pipe pressure in engine?

23 / 25

The Colour of Feed Pipe in twin pipe wagon is -

24 / 25

How much air pressure should be dropped in brake van/ last vehicle for continuity test?

25 / 25

Piston stroke of BOXN wagon in loaded conditions is -

Your score is

The average score is 74%

0%