1) C&W Depot Overview

Coaching Section Activities

Sick Line Activity: Repair of unfit coaches
IOH section Activity: IOH of due / overdue coaches
Maintenance section Activity: Maintenance of primary / secondary depot based rakes.
Platform Activity:
1. Examination of through passing, terminating and origination trains.
2. Carriage watering of through passing trains
3. CTS of through passing trains
4. Trouble shooting of through passing trains
5. Any passenger complaints

Freight Section Activities

Sick Line Activity: Repair of unfit wagons
ROH section Activity: ROH of due / overdue wagons
Freight Yard Activity: Examination of freight trains (Intensive / CC / Premium)
Breakdown Section Activities
ART:
1. Maintenance of breakdown train including 140 T crane
2. Restoration work at site of accident
ARME:
1. Maintenance of Medical Van
2. Relief and Rescue operation at accident site.

2) ICF COACH:
1. All Metal:- ICF coach shell is made up of steel channels frames of thin sections except the seats &
luggage bunks which are made up of wooden members.
2. Light Weight:-The weight of coach shell is reduced due to less use of wooden members. Anti Corrosive
Corten Steel (IRSM 41) is used for body fabrication purpose. As thickness of roof shell is 1.6 mm,
corrugated floor side panel & end panel is only 2 mm. The use of gusset plate, knee & rivets are also
avoided in under frame. Hence weight of ICF shell is reduced by 26% to 32% in respect to weight of IRS
coach shell which was used in the past.
3. Integral Construction:-The shell of ICF coach is made with frame, Body side pillars, roof carlines, doors &
windows, waist rail, light rail & cant rail are welded together with sole bar through side pillars. Corrugated
flooring, side panels, end panels & roof are welded together by means of homogenous welding. End pillars,
stanchions and side pillars are also connected with paneling work. This type of structure gives the integral
construction of coach body which forms the big tubular hollow construction which is light in weight.
1
4. Anti telescopic construction:-The shell of ICF Coach is designed to bear 45 tones of vertical load and 200
tones of longitudinal impact on side buffers. The coach body so designed that it is more strengthen at end
portion as well as in passenger seating portion and less at the gallery portion. Due to which maximum
kinetic energy can be absorbed by the end portion as get damaged during accident and rest kinetic energy
also can be shared by corrugated flooring and other members of body shell, resulted passenger
accommodation area of middle portion of shell is safe in view of damaging.
With the result of these properties of shell entering of end portion of one coach shell is avoided to in
adjacent coach body shell. For that shell construction is known as anti telescopic construction.
5. Stress Skin Construction:-The construction of the body shell in the end at side panel is multi point tag
welded. As side panel is welded at waist rail, light rail, cant rail and car lines by means of CO2 welding
provided at perfect distance. 70 % of total developed stresses are absorbed by corrugated trough flooring.
Thus this multi point welding property of the end & side panel is enough to minimize developed stresses of
panels during run.
6. Aerodynamic shell: - To minimize air resistance during running, the shell body is specially constructed,
the roof and turn under are made in curved shape which minimize air resistance at high speeds.
7. Anti corrosive:-To achieve anti corrosive property Corten steel IRSM - 41 (max at turn under and lavatory
portions) is being utilized for paneling purpose. At the time of manufacturing sand blasting, grit blasting is
also given on panel sheet which is helpful to prepare rough surface for painting resulted less chances of
corrosion. Three coats of bituminous anti-corrosive paints are also given at welded portion and for other
portion red- oxides paint is applied, for anti-corrosive treatment. Holes in trough flooring are also provided
for proper drainage of water. Especially 200 x 135 mm size elliptical holes are given in turn under portion
for proper drainage of rubbish water coming from window shell. With the help of these facilities and
precaution corrosion probabilities can be minimized. 19 mm thick ply or 12 mm thick comprege ply and
2.00 mm thick PVC flooring is utilized.
8. Heat resistance :-
To develop heat resistance property in coach shell following precaution or facilities has been provided:-
a) Silver / aluminum paint coat is provided on outer side of roof which reflects the sun rays coming outside
the coach.
b) In roof ceiling layers of insulting materials like asbestos / glass wool is provided which is bad conductor
of heat resulted direct transmission of heat inside is minimized.
c) In carlines, elliptical holes are also provided for proper air circulation from one compartment to another.
d) No. of ventilators are also provided on top of roof to exit smokes, gases and to circulate fresh air.
e) Limpet sheet is also provided inside of the roof (2mm thick) which is bad conductor of heat.

3) modified enhance coupling:

It is a vital component of rolling stock, which is utilized to connect the one rolling stock to another to form
a train & also to transmit draft forces from engine to last vehicle. It is located at both the ends in the centre
of the body under frame head stock.
Parts of Screw Coupling.
I. Shackle.
II. Link.
III. Trunnion Nut.
IV. Ferrule.
V. Screw Rod.
VI. Washer.
VII. Gravity Lever.

2
In 1984 use of Enhanced Screw Coupling was started, which is again modified in 1998. To identify this
coupling a Dumbal mark is stenciled at both the side of coach end body.
Length of coupling when fully opened – 997 mm
Length of coupling when fully Tight – 751 mm
Modification:
Sl. No. Description Non Modified Modified
1 Working Capacity 36 Tonnes 36 Tonnes
2 Proof Load Capacity 60 Tonnes 75 Tonnes
3 Breakage Capacity Draw Bar – 108 T 130 T for both
S/ Coupling – 112 T
4 Stamping Mark C – 60.61 IS – 5517

4) Long Case Buffer:

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

3
Mainly Buffers are of two types:-
Long Case Buffer – Length from head stock – 635 mm
Short Case Buffer – Length from head stock – 458 mm (4 WH)
Other data:-
Max. Height in Empty condition – 1105 mm
Min. Height in Loaded condition – 1030 mm
Allowed variation in height at same end – 64 mm
Allowed variation with adjacent vehicle – 75 mm
Max. Plunger Travel – 127 mm
Min. Plunger Travel – 51 mm
Number of Buffing Pads in each Buffer – 14 to 16 Nos.
Capacity of Buffing Pads – 1030 kg m (New Type)

5) HTEA & NHT:

Sr.No Specification NHT HTEA
1 Working Capacity 85.T 120 T
2 Proof Load 132 T 170 T
3 Hauling Cap 6500 -7000 T 9000 T
4 Draft Gear HR-40-1 MK-50, RF-361 & SL -76
5 Stock VAC-8WH stock AB STOCK H/A stock

6) BRAKE CYLINDER:
Brake cylinder is provided for actuating the brake rigging for the application and release of brakes. The
brake cylinder receives compressed air from auxiliary reservoir after bring regulated by the distributor
valve and develops mechanical brake power by outward movement of its piston assembly.
Each vehicle has one or more brake cylinder . The movement of the piston inside the cylinder operates the
brakes through links called "rigging". The rigging applies the brake blocks to the wheels. Some modern
systems use disc brakes. The piston inside the brake cylinder moves in accordance with the change in air
pressure in the cylinder.
BRAKE CYLINDER DIAMETER
a. Bogie Mounted Brake Cylinder – 203 mm (8”)
b. BVZC (Brake Van) – 305 mm (12”)
c. Conventional trolley Wagon/Coach) – 355 mm (14”)
d. Wagon BOXN HL – 300 mm (12”)
4
e. LHB – 255 mm (10”)

7)AXLE: An axle is a central shaft for a rotating wheel or gear. On wheeled vehicles, the axle may be fixed
to the wheels, rotating with them, or fixed to the vehicle, with the wheels rotating around the axle.[1] In
the former case, bearings or bushings are provided at the mounting points where the axle is supported. In
the latter case, a bearing or bushing sits inside a central hole in the wheel to allow the wheel or gear to
rotate around the axle. Axles are an integral component of most practical wheeled vehicles. In a live-axle
suspension system, the axles serve to transmit driving torque to the wheel, as well as to maintain the
position of the wheels relative to each other and to the vehicle body. The axles in this system must also
bear the weight of the vehicle plus any cargo.
Wagon axles normally have two shifts, with a single axle type and lower production accuracy. They can also
carry large loads.These axles are manufactured to AAR M-101, TB/T 2945 and EN13261 regulations.
Passenger car axle have a small load capacity, with power and non-powered types.The axle type is slightly
more technical than the ordinary axle, with more axle shifts and high precision machining.AAR M-101, TB/T
2945, EN13261 manufacturing standards are met for passenger car axles.
Axle capacity – 13 T(Non AC) -16 T(AC).
Journal – Direct mounted 120 x 130.5 mm
Journal centre – 2159.5 mm

8) BEARING: A bearing is a machine element that constrains relative movement to the desired motion and
reduces friction between moving parts. The design of the bearing may, for example, provide for free linear
movement of the moving part or for free rotation around a fixed axis; or, it may prevent a motion by
controlling the vectors of normal forces that bear on the moving parts. Most bearings facilitate the desired
motion by minimizing friction. Bearings are classified broadly according to the type of operation, the
motions allowed, or to the directions of the loads (forces) applied to the parts.
Rotary bearings hold rotating components such as shafts or axles within mechanical systems, and transfer
axial and radial loads from the source of the load to the structure supporting it. The simplest form of
bearing, the plain bearing, consists of a shaft rotating in a hole. Lubrication is used to reduce friction. In the
ball bearing and roller bearing, to reduce sliding friction, rolling elements such as rollers or balls with a
circular cross-section are located between the races or journals of the bearing assembly. A wide variety of
bearing designs exists to allow the demands of the application to be correctly met for maximum efficiency,
reliability, durability and performance.
The term "bearing" is derived from the verb "to bear";[1] a bearing being a machine element that allows
one part to support another. The simplest bearings are bearing surfaces, cut or formed into a part, with
varying degrees of control over the form, size, roughness and location of the surface. Other bearings are
separate devices installed into a machine or machine part. The most sophisticated bearings for the most
demanding applications are very precise devices; their manufacture requires some of the highest standards
of current technology.

9) BMBS: Introduction
 In order to overcome the problem faced due to breakages and malfunctioning of SAB en-route and also
due to the frequent breakages and replacement of cast iron brake blocks.
 The SAB is completely eliminated by providing the brake cylinder on the bogie itself, & frequent
breakages and replacement of C.I. brake blocks are minimized by providing high friction composite ‘K’-type
brake blocks.
Advantages Of BMBS
 In built single acting slack adjuster to take up a slack automatically.
 Weight is reduced and C.C. can be increased (weight is reduced 492 kg per coach as compared to
conventional coaching stock)
5
 Number of pin joints is reduced 102 to 84.
 Fulcrum losses are reduced.
 Braking distance can be reduced at a speed of 110 km ph with 18 coaches is 800 m. (Conventional stock
is 905 m.)
 Maintenance cost is low.
 Noise is reduced due to under frame mounting, SAB is eliminated.
 Mechanical efficiency is increased.
 Reliability of brake system is increased
 Speed of the train can be increased due to better controlling of train.
 Wheel Wear is reduced due to co-efficient of friction of ‘K’-type brake block is 0.25.
 Mechanical advantage is increased.
 13 T (Non-AC) 1 : 4 (in conventional) & 1 : 7.6 (In BMBC).
 16 T (AC) 1 : 5.5 (In conventional) & 1 : 8.4 (In BMBC).
 Life of the brake block is increased. (5.5 to 6.0 times in comparison to C.I.).
 Mounting and dismounting of brake cylinder is easy during IOH & POH.
 Weight of the brake block is reduced resulted transportation and handling is easy.
Other Data of B.M.B.S. : -
 Totally four numbers of 8” dia. (203 mm) size brake cylinders are used in place of two nos.14” (355 mm)
cylinder in convention air brake system.
 It has an inbuilt single acting slack adjusting capacity automatically to an extent of 305 mm slack
adjustment whenever the piston stroke is increased more than 32 mm( clearance increased due to wear on
brake block and wheel).
 These cylinders are mounted on central longitudinal members connecting the bogie transom and head
stock on either side.
 Piston stroke should be maintained within 32 mm.
 The total number of teeth on adjuster ratchet is 18 nos.
 The circumferential displacement of ratchet in one stroke is by 20 degree.
 The liner displacement of adjuster tube in one stroke is only by 0.366mm.
 The liner displacement of adjuster tube in one complete rotation of ratchet is by 6.4mm.
 As a conclusion to adjust 25 mm of slack total 72 braking strokes are required.
PRECAUTION TO BE FOLLOWED WHILE MAINTAINING THE BMBC
Ensure the bogies are provided with high friction ‘k’ type composite brake blocks. As the coefficient of
friction of cast iron=0.12,for L-type =0.17 & for K-type =0.25
Ensure that floating lever, Z-arm are not interchanged between AC/Non-AC coaches.
Ensure connecting link (curved pull-rod) are not interchanged between AC/Non-AC coach.
Ensure the pull rod is not reversed
Ensure 38 mm packing is giving in between dashpot and axle box wing whenever wheel dia.Is reduced to
839 to 813mm.
whenever red mark is seen on the adjusting tubes replace all the brakes blocks since further take up of
clearance is not possible.
Snout out position should be kept on 3 o’ clock to 9 o’ clock(old6 o’ clock to 12 o’ clock)
WORKING PRINCIPLE:
 Whenever driver applied the brakes, piston is charged at 3.8 kg/cm2 of pressure.
 Piston assembly started to move in forward direction.
 There will be no any change in the position of adjuster ratchet if the piston stroke is within 32 mm.
 If the piston stroke is exceeded more than 32 mm, in return stroke the fulcrum of the rocker ram is
change resulted the pressure on plunger pin is released and pawl housing ring is started to rotate in clock

6
direction due to release of pressure, mean while ratchet also rotate on its axis and change circumferential
position by 20 degree (shifting by one teeth only) and then locked by pawl.
 Due to change of this clock wise position of ratchet ,the adjuster tube is linearly displaced outward at a
rate of 0.366 mm per stroke and locked it in permanent feature resulted the gap between wheel and brake
block is reduced.

10) CTRB:
Cartridge Tapered Roller Bearing is a self contained, pre-assembled, pre-adjusted, pre-lubricated,
completely sealed unit, and is applied to or removed from the axle without exposing the bearing elements,
seals or lubricants to contamination or damage. The Cartridge Tapered Roller Bearings are manufactured in
different sizes to fit on axles for all types of new and existing wagons.

AAR approved grease Qty/ Bearing – 455 ± 30 grams.

Lateral play fixture – 0 .51 to 0.66mm.
Torque for axle end cap – 40 kgm.
Bearing mounting pressure – 55 ± 5 Ton.
Defects in CTRB:
a) Double cup:
 Stain discoloration, corrosion, pitting and rust.
 Flaking/spilling.
 Beveling.
 Pitting.
 Electric burns.

7
 Cracks & fractures.
 Decrease in outer diameter.
 Increase in counter bore.
b) Cone assembly:
 Stain discoloration, corrosion, pitting and rust.
 Flaking/spalling.
 Smearing & peeling.
 Wear & tear of Cage.
 Pitting marks on roller surface.
 The clearance between cage pocket & roller is more than 1.5mm.
 The clearance between cage flange & inner ring is more than 2.3mm.
 Internal diameter of cage more than 144.4879mm.
c) Wear ring:
 Breakage in contact route of lip.
 Scratches or cracks on out face.
d) Grease seal:
 Hardened, cracked or cut seal lip.
e) Backing ring:
 Pitting marks
 Cracked fractured or heavy corrosion.
 Loose wear ring in counter bore of locking ring.
 Increase internal diameter i.e. more than 178.56mm.

11)WHEEL GAUGE: Wheel gauge to be measured at 4 locations and average OF them will be considered
(1600 +2/-1mm.)
12) JOURNAL CENTRE: Journal centre – 2159.5 mm
13) BRAKE VAN EQUIPMENT:Similarly, other brake van equipment for which Mechanical Train Examining
staff is responsible to supply, should be provided according to the instructions of each Railway. As per
RDSO's letter no. MC/CB/28 dt 19.5.2000, racks have to be provided in the SLRS for provision of portable
control telephones, portable train lighting equipments, portable fire extinguisher, wooden wedges/skids
and stretcher. Railways can modify existing emergency equipments rooms in the guard's compartment to
provide racks for keeping the above mentioned items except fire extinguisher
In view of emergency use, all originating trains should be provided following items in front & rear SLRs :-
i) Fire Extinguishers DCP type -in engine (to be supplied by Loco Shed) Fire Extinguishers DCP type in AC
Coach, SLR, Pantry car (to be supplied by C&W)
ii) Wooden Wedges (To be supplied by C & W )
iii) Wooden or Steel Ladder (To be supplied by Operating dept.)
iv) Stretcher (To be supplied by Medical dept.)
v) First Aid Box (To be supplied by Medical dept.)
vi) Electrical Box (To be supplied by ETL dept.)
vii) Field Telephone Set (To be supplied by S & T dept.)
14) CONTROL RESERVIOR: The control reservoir is mounted on the under frame of coach very near to the
DV and connected through a small chock and a pipe with the DV. During braking operation and releasing
operation through recharging operation, the air pressure inside the control reservoir remains unaltered.
Only during manual release the air of control reservoir escapes to the atmosphere through release valve of
DV. Capacity of CR in per wagon and Coach are 6 litre and 9 litre respectively.5kg/cm2 pressure
15) Common Pipe Bracket – Common Pipe Bracket is permanently mounted on the under frame of a
vehicle. One face is mounted with distributor valve along with intermediate piece and other pace with
8
control reservoir. The advantage of fitting a common pipe bracket is to remove the distributor valve for
repair or replacement without disturbing the pipe connections.
16) DIRT COLLECTOR – Dirt collectors are provided at the junction of the main pipe and branch pipe in both
feed pipe and brake pipe. These are meant for removing dust, moisture and scale particles from air before
it enters the DV & AR. This is achieved by centrifugal action.
17) Passenger Emergency Alarm System
Passenger emergency alarm system consists of two components:
A. Passenger Emergency Alarm Signal Device (PEASD).
B. Passenger Emergency Alarm Valve (PEAV).
These two components in combination give an indication to the driver that any passenger is in need to
stop the train. The indication is transmitted from the coach when the passenger pulls the chain
Passenger Emergency Alarm Signal Device
Passenger Emergency Alarm Signal Device (PEASD) is a manually operated pilot vent valve. It is operated
through mechanical force exerted by pulling the alarm chain provided inside the coaches for emergency
use.
The passenger emergency alarm signal device does not need any maintenance during normal service
except when it is found damaged or is due for periodic overhauling.
Working: When ever chain is pulled to stop the train, the rocker arm provided in PEASD slides and actuate
the pilot valve to open the atmospheric hole, as a result the BP pressure is reduced in PEASD. As the PEAV
is connected in series with PEASD resulting BP pressure is also reduced in upper chamber of the PEAV. Due
to variation of BP pressure in both the chamber of PEAV the main valve floats from its position & relate the
lower chamber with the atmosphere after opening of the modified choke (8 mm dia.) this fast venting of
pressure create reduction of pressure in BP pipe of the said coach & brakes take place to stop the train.
18) IRCA pt. IV: First train was started by Indian Railways on 16th April 1853. Further operations were
extended to cover entire India. Further Indian Railway was divided into various regional railways i.e.
Sindhia Railways, Nizam Railways, Hyderabad Railways etc.
Maintenance & repair of the Rolling Stock was conducted by the owning Railway only causing
enhancement of failure and ineffective of Rolling Stock. Therefore, to ensure the reliability of Rolling Stock
on establishment was constituted named as IRCA in year 1903.
IRCA stands for Indian Railway Conference Association. It was headed by GM Northern Railway as
President of IRCA. A JA Grade Officer of operating department was nominated as General Secretary of IRCA
under whom one Neutral Control Officer, two Assistant NCO, Supervisors and Artisan staff for various
production unit, workshop and major C&W Depot.
To ensure the reliability of Rolling Stock IRCA has issued IRCA Part III & Part IV for Wagon and Coaching
stock respectively. First edition was published in the year 1932. Subsequently so many revisions had took
place. Latest edition of Part IV was issued on 1st June 2003.
IRCA rule book IV comprises of 4 chapters, 7 Appendices and 67 Plates. Detailed description is as under:
Chapter I – It consist of various definitions related with Coaching Stock.
Chapter II – It consist of repair & maintenance practices at Workshop.
Chapter III – It consist of repair & maintenance practices at interchanging points & C&W Depot.
Chapter IV – It consist of various rejections of coaching stock.
Appendix A1 – Particulars of spring suspension.
Appendix A2 – Procedure for dismantling inspection and repairs for different type of coaching stock.
Appendix B – Transportation Codes.
Appendix C – Method of periodical inspection and testing of automatic vacuum brake.
Appendix D – Method of periodical inspection and testing of air brake gear. Performa for single car test.
Appendix E – Instructions for primary and secondary maintenance schedules for mechanical train
examining staff. Revised maintenance patterns for coaching trains.

9
Appendix F – Instructions for primary and secondary maintenance schedules for electrical department
staff.
Appendix G – Schedule of charges for damages and deficiencies for coaching stock.

19) Amenity Fittings:- The fittings which are provided inside the coach for Luxurious & Comfortable & also
for non strenuous journey are called as “ Amenity Fittings “.
ON-BOARD AMENITIES
The on-board minimum facilities to be provided to the passengers, while on board a
train includes amenities and fittings which should be maintained in proper condition so as
to give comfortable services. These include:
 Lighting and fans
 Cushioned berths and seats
 Toilets (except where by design not provided)
 External fittings such as, reservation chart display plates, destination boards.
The guidelines also provide that all long distance trains will have Conductors/Coach
Attendants/Train Superintendents/ Travelling Ticket Examiner (TTEs) to assist the
passengers and for attending to their complaints and grievances
Safety Fittings:- The fittings which are fitted in the coach for safety of passengers & their luggage are called
as “ Safety Fittings “.
Safety fittings provided in the coaches:
Alarm pull chain, Internal latches on top & bottom on body side doors, Provision of padlocking
arrangement from outside of body side door, Internal latch and tower bolt for compartment doors in first
class, Vestibule Doors/shutters with locking arrangement, Latches for window shutters, Fire extinguishers,
Safety bars on all window openings, Window shutters both glass and louver, Sealed window glass for AC
coaches, Frosted glass shutters for toilets.

Amenity fittings provided in the coaches:

Lights and fans inside the coach, Reading light with switches for upper-class coaches, Charging socket
outlet in upper class coaches & sleeper coaches, Cushioned berths and seats & backrest, Luggage racks,
Folding or fixed tables, Roof ventilators, Tumbler holder, Dustbin, Footsteps in sleeper coaches and
footrest for chair cars, Notices, Mirror with shelf, Coat hook, Magazine pouch, Bottle holder, Wash basin,
Wardrobe with fixed hangers for 1st AC, Rings below berths for securing luggage, Shower bath, towel rail,
flushing commode & pan, coat hook, liquid soap container, push cocks, handrail, mirror with shelf, soap
dish etc in lavatories, Destination boards, Reservation display plates, Coach Indication boards.

20) WORN WHEEL PROFILE: Worn wheel profile is a special profile on wheel disc derived out of standard
wheel profile suitable to worn shape of rail head (which are of 80% track).
This is to minimize condemnation of disc to avoid frequent wheel changing re-profiling & enhance the life
of the wheel.
Average Wheel Wear: 2.5 to 3 mm per year for mail/Exp train.
Three intermediate worn wheel profile are developed to increase the life of wheel
 25 mm, 22 mm & 20 mm.
Benefits of Worn Wheel Profile:
 It increases the life of wheel.
 It decreases machining cost.
 Less fuel consumption of the engine.
 It increases the wheel lateral oscillation

10
 Worn Wheel Profile 20 mm flange Thickness
21) Thermal Wheel Defects: The following guidelines are issued to make the visual inspection of wheels
during maintenance more focused and effective. The following wheel conditions should be paid special
attention during the visual inspections of solid and tyred wheel discs used on coaches and EMU's.
In addition to normal checks exercised on wheel condition during primary / secondary maintenance of
coaches, a detailed inspection of wheels should be done when the coaches are received in sick line for
attention for either scheduled or out of course attention. The wheel sets shall be inspected for the
following conditions and action taken as indicated for each condition:
1.Shattered Rim: a wheel with a fracture on the tread or flange must be withdrawn from service.
This does not include wheels with localized pitting or flaking without presence of any other
rejectable condition.
2.Spread Rim - If the rim widens out for a short distance on the front face, an internal defect may
be present. Spreading of the rim is usually accompanied by a flattening of the tread, which may or
may not have cracks or shelling on the tread. Such wheels must be withdrawn from service. This
condition should not be confused with a uniform curling over of the outer edge of the rim around
the entire wheel, which is called rim flow Rim flow is not a defect.
3. Shelled Tread -Shelling can be identified by pieces of metal breaking out of the tread surface in
several places more or less continuously around the rim. Shelling takes place when small pieces of
metal break out between the fine thermal checks. These are generally associated with small skid
marks or "chain sliding." Such wheels should be withdrawn from service.
4. Thermal Cracks - Thermal cracks appear on a wheel due to intense heating of the wheel arising
out of sever brake binding. Such cracks occur on the tread and generally progress across the tread
in a transverse & radial direction. Whenever such a crack becomes visible on the outer face of the
rim or a tread crack has reached the outer edge (non-gauge face) of the rim; the wheel should be
withdrawn from service. If a crack becomes visible on the outer flange face the wheel should be
withdrawn from service. Wheels involved in sever brake binding should be examined carefully
during the maintenance to rule out the possibility of reject able thermal cracks. Such wheels may
be identified by presence of flats (even within acceptable limits) and severe discoloration or blue
black heating marks on the tread.
5. Heat checks - Thermal cracks are deeper and need to be distinguished from fine superficial cracks
visible on the tread on or adjacent to the braking surface. These are called heat checks, which are
usually denser than the thermal cracks. Heat checks are caused on the tread due to heating and
cooling cycles undergone by the wheel during normal braking. Such wheels do not need to be
withdrawn but should be carefully distinguished from the reject able thermal cracks.
22)PRIMARY DEPOT: Maintenance works attended by based depot is called primary depot Maintenance.
Preparation of DRS card is done by primary depot.

11
Primary maintenance depot is responsible to prepare history card of coach.
It is duty of primary depot to ensure proper supply of brake van equipment for all originating trains.
Primary maintenance depot is responsible for all types of schedules of coaches. It is duty of primary
maintenance depot to send the coaches for POH or NPOH if due or required.
23)PCV and OCV: 1) Passenger coaching vehicle (PCV): - A vehicle in which whole or partial portion is being
utilized for carrying passengers.
2) Other coaching vehicle (OCV): Saloons, inspection cars, medical cars, tourist cars, parcels & horse van,
composite luggage Power Cars, Pantry Cars & brake van are known as OCV.
24) secondary depot: Maintenance works attended by terminating depot other than based depot is called
secondary depot Maintenance.
Only cross checking of items as per DRS card or only shortage, missing should be provided by secondary
depot.
Intimation to primary depot is essential whenever any major repair/maintenance is attended.
Secondary maintenance depot is responsible to ensure only if there is any shortfall.
Secondary maintenance does not have responsibility other than trip schedule.
It is not duty of secondary depot but it assist in sending the coaches for POH or NPOH through primary
depot.
25) Difference Between IOH, POH & NPOH
Sl.N IOH POH NPOH
o
It stands for intermediate It stands for periodic overhauling. It stands for non periodic
overhauling. overhauling.
IOH of coach is attended POH of Passenger carrying vehicle Time Period is not fixed for
after 9 months of POH. M/Exp -18 months any vehicle for NPOH
IOH of coach is allowed in POH is allowed in nominated NPOH is done only in
sick line where facility to lift workshops only. workshop or in nominated
the coach is available. major sick line.
During IOH all the parts of At the time of POH all parts of Only indicated defects &
under gear thoroughly under gear are dismantled and safety items are attended.
examined and replaced if should be replaced if there is any
necessary. wear and tear.
At the time of IOH painting Painting of whole coach is Complete painting of coach
of coach is not necessary, necessary. is not necessary, only
only required places are required places are touched
touched up. up.
Profiling of wheel is Profiling of wheel is necessary. Profiling of wheel is on need
necessary. based.
26) Coach Maintenance History Card: Every coaching depot shall have computers for maintaining the
coach maintenance history in a software programmed which should be compatible with the programmed
of the coaching workshop.
The “Coach Maintenance History Card” (MHC) for each of its coaches. The card will contain records of
maintenance schedules including POH and special repairs in shops. It will also show the history of the
coach from the time the coach is placed in service will its condemnation and will give details of all major
repairs wheel changing bogie changing etc.
The complete history book of each coach, consisting of maintenance history cards, date card, trial card etc.
will however, be maintained by the base workshop. When a coach is sent for POH or special repairs, a copy
of its maintenance history card should be sent by its base depot to the workshop for record in its complete
history books.

12
27) DISTRIBUTOR VALVE – DV is most important functional component of Air Brake System and is also
some time referred to as the Brain of air brake system. It is connected to brake pipe AR & BC. It senses the
BP pressure variations & work automatically to provide brake application as well as brake release. The
distributor valve assemble consists of a valve body, a common pipe bracket and CR.
The DV mainly performs the following functions:-
i)Charge the air brake system ie. CR & AR to regain pressure during normal running condition
charging time (0 to 4.8 kg/cm2)
ii) Helps in graduated brake application, when pressure in brake pipe is reduced in steps.
iii) Helps in graduated brake release, when pressure in brake pipe is increased in steps.
iv) Quickly propagates reduction of pressure in brake pipe throughout the length of train by
arranging additional air pressure reduction locally inside the DV.
v) Limits max. brake cylinder pressure up to 3.8 + 0.1 kg/cm2 for full service/emergency application.
vi) Controls the time for brakes application & brake releasing depending on service condition.
vii) Facilitates complete discharge of air from the air brake system manually with the help of
QRV/DRV.
viii) Protects overcharging of CR when brake pipe pressure is quickly increased for releasing brake
28) INTERMEDIATE PIECE – Intermediate piece serves the purpose of blanking all the other parts on the
common pipe bracket front face other than required for a particular make of distributor valve.
Intermediate piece is mounted on the common pipe bracket face with a common gasket and the
distributor valve is fastened to the intermediate piece.
29) ROLLING IN AND ROLLING OUT:
Rolling in examination is carried out while train is entering a station. It is done to pinpoint defects of a
rolling stock , while it is on move. There may be defects which can not be identified, while train is
stationed. Similarly rolling out examination is done while train is coming out of station. Light beams are
directed towards under gear of coaches for examination during in night. These lights can be seen at wheel
level just before a train enters a station platform.
1. Hanging Parts Equalizing stay rod, JBracket, Truss bar, Hanger, Axle box
cover etc. 2. Hot axle Smoke from axle box bearing 3. Broken part : Spring, Truss bar hanger etc. 4. Air
Pressure leakage: Hissing sound from air brake pipes 5. Deflected air spring 6. Brake binding :Sparking from
wheels 7. Wheel skidding: Unusual sound 8. Securing arrangements of tanks: 9. Bending of footboards:
bend / damage 10. Buffer height variation: No Axle box clearance, excessive Bolster clearance, Body resting
on trolley (Thumping sound) 11. Air Pressure leakage: Hissing sound from air brake pipes. 12. Securing
arrangement of all tanks: CDTS tanks, Bio-toilet tanks, under-slung tank, AR tank & Brake control module
Including footboard and CBC uncoupling device.

30) The pneumatic suspension system works under two different modes, one in the inflated condition and
the other in deflated condition when there is no air cushions and load is directly transferred from the car
body to the emergency rubber spring (bumper).under deflated condition of the air spring , the maximum
permissible operating speed of the coach is restricted on account of inferior riding behavior the
requirement of the foolproof arrangement in the suspension design which will apply service bake
application in the train in the event of air spring failure (which will ultimately demand the reduction in the
operating speed ) has been felt in the above context . An emergency situation is possible due to the likely
hood of spring damage, possibility of air supply failure or due to sudden rupture or bursting of bellows of
air spring due to any reasons.
Objective: The objectives of proposed arrangements are as below:
1. To develop a failsafe system which can immediately and automatically reduce the speed of train by
applying the brake and stop within a reasonably safe distance in the event of the air spring getting deflated
due to any reason and being absolute pressure in any air spring of corresponding bogie below 1±0.15
kg/cm2.
13
2. To facilitate for identification of affected coach through air whistling/ hissing sound and isolating air
suspension of the train at a restricted speed up to the desired destination .
3. System should also be able to perform properly even in case single pipe working of the train is restored.
PRIMARY SUSPENSION:-
i) Dash pot
ii) Dash pot spring
iii) Dash pot protection tube
iv) Air vent screw
v) Axle box safety bolt
vi) Axle box wing & lug
vii) Safety strap & safety loop
viii) Axle box & axle box plate
SECONDARY SUSPENSION:-
i) Bogie bolster
ii) Bogie bolster lower plank
iii) Suspension link, link pin & stone
iv) Bolster spring
v) Vertical shock absorber
vi) Safety strap & safety loop
vii) Equalizing stay rod
viii) Anchor link
ix) Centre pivot cotter, split pin & cup
x) Silent block
xi) Side bearer housing
xii) Side bearer metal plate
xiii) Side bearer bronze wearing piece
Provision of coil spring at primary & secondary suspension so that bogie is known as All Coil Bogie.
Shock Absorber – Provided on Secondary suspension between Bolster and lower plank (2 nos. in each
Bogie).
2 nos. of lateral shock absorber are being provided in ICF Bogie to be utilized for Hybrid Coach.
Vertical Hydraulic Dampers – 2 nos. per Axle Box Vertical telescopic hydraulic Dashpots are provided.
Springs: In ICF bogie, helical springs are used in both primary and secondary suspension. The springs are
manufactured from peeled and centre less ground bar of chrome vanadium/chrome molybdenum steel.
Shock Absorbers: Hydraulic shock absorbers with capacity of ± 600 kg at a speed of 10 cm/sec are fitted to
work in parallel with the bolster springs to provide damping for vertical oscillations.
31) Coupler:
 The coupler provides a means of mechanically connecting individual adjacent vehicles in order to make a
train.
 The couplers are located at both end of each vehicle.
 When connected with a coupler of an adjacent vehicle it allows the vehicle to move independently to
accommodate track curvature and elevation change while remaining connected together.
Advantages of CBC:
 High hauling capacity permits to attach more No. of coaches.
 Rake fitted with CBC can be run with comparatively high speed.
 No need to provide separate Buffing Gears. Hence the incidence of Buffer interlocking is avoided.
 Coupling/Uncoupling can be done easily from track side.
“H” Type Tight Lock Coupler:
 The AAR “H” type tight lock couplers are used in LHB/ HYBRID coaches instead of screw coupler.
14
 The coupler is opened manually using the coupler operating rod and is closed automatically when the
couplers on adjacent vehicle are mated.
 The coupler automatically locks when fully mated.
Main Parts Of “H”type CBC:
 “H” Type Tight Lock Coupler Head.
 Draft Gear.
 Supporting Device.
 Manual Uncoupling Device.
“H” Type Tight Lock Coupler Head:
 The coupler head has a shank/Draw bar casted together with the head.
 Parts like Knuckle, lock etc, are assembled in the coupler head to enable coupling and uncoupling.
 Tail end of the draw bar is provided with the UIC stabilizing link and connects to the draft gear through
the central pin.
 A backlash compensation device is assembled in the shank at tail end of the coupler head.
Draft Gear:
 The Draft Gear is a double acting device for energy absorption during coupling and services.
 The device is designed to fit into the draft gear pocket of the Coach and absorb the dynamic energy in
both i.e. draw and buff modes.
SUPPORTING DEVICE:
 Supporting device comprises of four preloaded springs.
 The device is placed on a platform and bolted to the car structure.
 The coupler head rests on the top wear plate of the supporting device and this device supports the
coupler weight.
 Its main parts are- Wear plate, Frame, Compression spring, Nut & Bolts. Manual Uncoupling device:
 The manual uncoupling device is mounted on one side near end wall of coach connecting the uncoupling
mechanism on coupler head through the sliding rod.
 Handle of device is unlocked, lifted and then rotated in the clockwise direction for uncoupling.
 After coupling, locking of the handle has to be ensured to prevent unauthorized uncoupling.
Salient Features:
 Coupler head is a standard AAR ‘H’ type with backlash compensation device.
 ‘H’ type coupler provided with anti climbing feature.
 Coupling is possible under angular misalignment both horizontally & vertically.
 The coupler permits coupled trains to negotiate vertical and horizontal curves and allows rotational
movement.
 Uncoupling can be achieved manually from track side by means of a combination of rod & levers.
 Draw Gear ensures cushioning effects in both buff & draft.
TECHNICAL DATA:
 Draft Gear capacity:
- Dynamic energy absorption capacity: 45 k J (min).
- End force : 1600 kN (max)
 Stroke : Tension- 58 mm, Compression- 80mm.
- Pre load : 30 k N
 Strength of Coupler Head with Draft Gear :
Tensile load = 1000 kN, Compressive load = 2000kN.
Bending test of Coupler head: 300kN.
 Coupler length : 1030 ± 5mm
 Weight of coupler : 500kg.
 Gathering range: Horizontal: ± 110mm, Vertical : ± 90mm.
15
 Maximum horizontal swing coupler : ± 17.85 °
 Maximum vertical swing coupler : ± 7 °
 The maximum slack is restricted to 3.5 mm

32) DRAFT GEAR: It is a vital component of rolling stock, which is utilized to connect the one rolling stock
to another to form a train & also to transmit draft forces from engine to last vehicle. It is located at both
the ends in the centre of the body under frame head stock. Mainly two types of draft gear are being
utilized in Indian Railways.
i. Conventional Draft Gear
ii. Centre Buffer Coupler
Main components of conventional draw gear are as under:-
I. Draft Hook.
II. Draft Links
III. Draft Key
IV. Draft Spring/ Draft Pad.
V. Cotter
VI. Washer
VII. Bent Pin( U-Pin)
VIII. Hexagonal Nut.
IX. Screw Coupling
Parts of Screw Coupling.
I. Shackle.
II. Link.
III. Trunnion Nut.
IV. Ferrule.
V. Screw Rod.
VI. Washer.
VII. Gravity Lever.

33) BUFFING GEAR: Two numbers of buffers are provided on body head stock to absorb the longitudinal
impacts occurred during run on both ends, at a distance of 1956 mm. The role of buffers is also to transmit
push impact to its trailing end stock. The main components of Buffing Gear are as under:-
1. Buffer Plunger
2. Buffer Socket with securing bolt

16
3. Buffer Spindle & Plug
4. Buffing Pad
5. Destruction Tube
6. Recoil rubber Washer
7. Washer
8. Nut
9. Cotter

AIR BRAKE TESTING:-

1) Engine Testing
2) Continuity Test
3) Rake Test
4) SWTR / SCTR

34) ENGINE TESTING :- (RDSO – Pamphlets 9408)

With the use of 7.5 mm diameter test plate (master test plate gauge ) .
 Object:- To check the leakage in engine & compression capacity of engine.
 When to be Conducted:- If there is any dispute between C & W and Loco department regarding creation
of requisite pressure in engine as well as in the rake.
 Procedure:-
i) Detach the engine from rake.
ii) Ensure –
a) MR pressure = 8 to 10 kg/cm 2
b) BP pressure = 5 kg / cm 2
c) FP pressure = 6 kg/cm 2
iii) Ensure pressure in BP at 5 kg/cm 2 & open the cut off angle cock from the both sides (front & rear) to
drop the BP pressure suddenly to wash out the system.
iv) Close the angle cock & charge the BP again at 5 kg/cm 2.
v) Apply master test plate gauge with rear side of the BP hose palm.
vi) Open the cut off angle cock of same BP hose & ensure the pressure in master test plate gauge. After 60
sec not to be more than 1 kg/cm 2 or gauge reading should not be less than 4 kg/cm 2.
vii) If drop is more than 1 kg/cm 2, it indicates that said engine is leaking or having low compression
capacity.
viii) Engine must be detached from the rake & other engine is required for train operation.
ix) Same procedure can be adopted to check the leakage in FP.
17
 Joint Committee Members:-
i) On examination station – LI + CWI + Dy. SS
ii) On road side station – Driver + Guard + TXR
iii) In Goods yard – SSE/ SE + LI + AYM / CYM.
35) CONTINUITY TEST:-
To be conducted by Guard & Driver.
 Object:- To check the continuous flow of air from engine to last vehicle (or any floating obstruction)
 When To Be Conducted:- Before departure of primary / secondary rake from platforms or if any
attachment / Detachment of engine or rolling stock in the road side station.
 Procedure:-
i) After completion of rake on plat form, before departure guard & driver jointly conducted the above test
to ensure flow of air.
ii) At first guard & driver will communicate with walkie- talkie or telephone to perform the continuity test.
iii) After that guard will drop 1.0 kg/cm2 of BP pressure from last vehicle & ask driver for same pressure
drop is sensed in engine.
iv) If yes, now driver will drop total amount of BP pressure in engine & same is asked by the guard.
v) After drop assistant driver & guard will come down from the train and ensure brake application
especially in at least two or three vehicles near to engine and rear brake van.
vi) If brakes are applied same should be released (in two or three vehicles) & communicate each other.
vii) At last requisite pressure is created in engine and brake van & train is ready to go.
36) TWIN PIPE AIR BRAKE SYSTEM:
i) In addition to brake pipe, there is one more pipe called feed pipe , running loco to the brake van to
charge the auxiliary reservoir continuously to 6 kg/cm2.At present running in coaching stock and also in
latest developed BOX-N HL, BCN HL wagons)
ii) Releasing time is less 15 to 20 sec

Working Principle Of Air Brake System:

18
Under normal conditions the Brake pipe is charged with 5kg/cm2 from the loco. The control reservoir and
the Auxiliary reservoir are also charged with 5 kg/cm2 from BP through Distributor valve in case of single
pipe system. In twin pipe system the auxiliary reservoir is charged to 6 kg/cm2 through feed pipe.
When the brake pipe is charged at 5 kg/cm2 the brake cylinder is connected to exhaust through distributor
valve in order to keep the brake in released position fully.
Whenever the brake pipe pressure is reduced below the CR pressure, the DV connects the auxiliary
reservoir with the brake cylinder and the air from AR is sent into the brake cylinder to apply the brake.
Whenever the brake pipe pressure is equal to CR pressure the DV disconnects the BC from AR and in turn
connects the BC with Exhaust for the release of brakes fully.
37) SWTR/SCTR:
 When To Be Conducted:- Single wagon / coach test is done only , if there is any major repair /
replacement is carried out with air brake components or during schedules that is IOH or POH / ROH.
(Except air hose, MU washer) if any of the part is repaired or replaced SWTR or SCTR is done).
 Necessary Equipments:-
i) Test rig fitted with all necessary equipment.
ii) Dummy palm with gauge (separate for BP &FP).
iii) CR, AR , BC are tested with pressure gauge with flexible hose & adopter.
iv) Stop Watch.
v) Measuring scale.
vi) Teflon tap & soap solution.
vii) Tool kit with different types of tools.
viii) Compressor (minimum operating pressure is 7 kg/cm2)
Test Procedure:-
i) Visual examination.
ii) Adjustment of ‘A’ dimension & piston stroke for correct brake power application.
iii) At rear end, dummy palm end with gauge is used.
iv) Attach & join the coach with the test rig.
v) Join test rig with compressor.
vi) Connect the pressure reducing valve at compressor end with test rig.

19
Checks :
1Leakage
a) BP pressure
0.25 kg/cm2/minute (max.)
b) FP pressure
0.25 kg/cm2/minute (max.)
2) a) Brake Cylinder Filling Time (from 0 – 3.6 kg/cm2)
3 to 5 sec. (Coaching)
18 to 30 sec (Goods)
b) Maximum BC Pressure
3.8 +/- 0.1 kg/cm2
3) Brake Cylinder Release Time (From 3.8 -0.4 kg/cm2)
15 to 20 sec. (coaching) , 45 to60 sec. (goods)
4) Sensitivity & Insensitivity
a) Brake application when BP pressure is reduced at the rate of 0.6 kg/cm2 in 6 sec.
Brake should be applied
b) Brake application when BP is reduced at the rate of 0.3 kg/cm2 in 60 sec.
Brake should not be applied
5) Emergency Brake Application & Release
a) Maximum brake cylinder pressure
3.8 kg/cm2
b) Manual release of brake cylinder after emergency
Brake cylinder get fully released
6) Graduated Application & Release
a) Application
20
BP pressure decrease in steps & BC pressure builds up in steps
b) Leakage in BC pressure in 5 min. after emergency application
0.1 kg/cm2 in 5min.
c) Release
BP pressure increases in steps & BC pressure reduced in steps
7) Piston stroke
For Chg. :- 90 ± 10 mm
For Goods:-
Empty:- 85 ± 10 mm
Loaded:- 130 ± 10 mm
8) Passenger Alarm System
a) Pull the Handle
i) Air to exhaust from PEAV & PEASD
ii) Brake should apply
iii) Coach indication light should glow
b) Reset PEASD
Exhaust of air should stop & indicating light should extinguish
9) Guard’s Emergency Valve Test
1. Operate guard’s valve handle
i) i) BP to exhaust
ii) Brake should apply
2. Normalize the handle
Air exhaust to stop
3. Testing of BP & FP gauge in guard’s compartment
Gauge should register variation in BP& FP pressure

37)RAKE TESTING:
The different activities / tests to be performed during rake test-
A Carry out visual examination
B Prepare of test rig for rake test
C Leakage, service application & release test
Proforma For Rake Test
Coach No. _______________
Type Of DV _______________
BP Pressure ______________
FP Pressure ______________
Sl. No. Checks Specified Result (Actual)
1. Leakage
BP pressure 0.25 kg/cm 2/min (max.)
FP pressure 0.25 kg/cm 2/min (max.)
2. Service Application & Release Test
a) Brake application when BP pressure reduced to 1.5 kg/cm2 Brake should apply
b) Observe piston stroke of Brake Cylinder Piston in applied position
c) Record the piston stroke
i) For Coaching 90 ± 10 mm
ii) For Goods – (Empty), (Loaded) 85 ± 10 mm , 130 ± 10 mm
BRAKE CYLINDER DIAMETER
a. Bogie Mounted Brake Cylinder – 203 mm (8”)
21
b. BVZC (Brake Van) – 305 mm (12”)
c. Conventional trolley Wagon/Coach) – 355 mm (14”)
d. Wagon BOXN HL – 300 mm (12”)
e. LHB – 255 mm (10”)
Charging time for Rake: 10 to 12 min* (Coaching)
18 to 22 min* (Goods)

38) Disc Brake System:

 Axle mounted disc brake
 Two discs per axle of dia 640 mm
 Inbuilt slack adjuster in brake cylinders
 35mm brake pads
Less thick stainless steel pipes (Metric pipes).
No threads/Flange joints -Single Bite Type fittings used.
No brake rigging
Wheel slide protection unit -Take cares of wheel flattening
Centralised control -Complete coach.
Braking on Axle mounted disc -No wheel wear due to Disc braking.
Brake accelerator -for sharp reduction of BP pressure in complete train set.
DV with relay - Ensures brake application and release.
All Pipes below under frame -Ease for maintenance.
Release rod -Improved design (Properly supported)
Brake Indicators -RED means brake applied
-GREEN means brake released

39)BLC BRAKE SYSTEM: Load Sensing Device (LSD):- The increase of train speed as well as introduction of
heavy hauled trains, a general need was felt to discard earlier adopted manually operated empty load
boxes for wagon brake application. The system of manual device was to adjust leverage ratio to obtain
22
desired braking force depending on empty load situation of the wagon. These system was time consuming
and cumbersome. In order to simplify the system, it was felt that instead of adjusting leverage of brake
cylinder pressure itself can be adjusted by adopting a suitable pneumatic device. The two stage automatic
load sensing device along with C3W2type DV with empty load function providing two ranges of brake
cylinder pressure was therefore introduced. (bmbs explain and dia.)
40) BOXNHL: bmbs explain and dia.)
41) different types of Schedules opted for Coach Maintenance:
To maintain coaching stock in good condition, the following preventive maintenance schedules are
prescribed to be carried out in carriage depots on divisions where rake has been based for primary
maintenance.
1. Trip schedule- After every trip by primary maintenance depot.
2. Schedule A - Monthly (1 month  7 days)
3. Schedule B - Quarterly (3 months  15 days)
4. IOH – 9 months +30/-0 days
5. POH - 18 months +30/-0 days
Primary maintenance schedules are required to be carried out by the base depots to which coaches are
allotted. In emergency, when due to any reason coaches cannot reach their base depots and primary
maintenance schedules become due, A & B schedules should be undertaken by the carriage depots where
the coaches are available. All schedules should be carried out by primary maintenance depot.
1. TRIP SCHEDULE :-
Trip schedule is attended per trip of the rake. The trip is being attended by Primary depots. No need to
detach the coach from the rake during trip schedule. Total distance traveled by passenger rake in a trip up
and down is more than 3500 km. Following procedure is adopted during the trip schedule:-
1. All under gear parts are thoroughly examined.
2. All moving parts are lubricated.
3. Complete examination of draw & buffing gear for its proper functioning. Lubrication is essential.
4. Coupling should be free in its screw i.e. ensure easy movement of coupling.
5. Proper examination of primary suspension arrangement.
6. Ensure the leakage of dash pot and oil level of dash pot.
7. Proper securing of safety strap and safety loop.
8. Proper examination of secondary suspension. Ensure the working of spring, shock absorber, safety strap
& safety loop.
9. Proper examination of wear in suspension link bracket, pin & shackle stone.
10. Examine the proper function of shock absorber & securing bolt.
11. Examination of equalizing stay rod for its proper securing.
12. Examination of proper securing of bolts & cotters & silent bushes of centre pivot.
13. Ensure the proper function of side bearer or its oil level.
14. Changing of worn brake blocks & pin & adjustment of brake power.
15. Proper cleaning of coach from inside & outside & disinfections.
16. Spraying of pesticides elements.
17. Checking of all joints & pipe joints & other fittings & filling of water tank.
18. Proper opening & closing of vestibule doors.
19. Checking of amenity & safety items.
20. All falls plate examination of vestibule.
21. Testing of alarm signal, guard van valve & its gauge.
22. Preparation of DRS card & brake power certificate.
New Policy (Recommendations) for enhancements of POH/IOH schedules of Coaching Stock.

23
1. The revised POH periodicity from 12 to18 months is applicable to all Mail/Express coaches for which
Railway shall arrange transportation of bogies from and to work shop.
2. A marking on the coach below return date shall be specified to distinguish 18 months periodicity.
3. The general sequence of coach will remain as per existing coaching maintenance manual.
4. The items of trip schedules; ‘A’ and ‘B’ schedules will remain same.
The coach will be given 2 quarterly ‘B’ schedules before IOH .The work specified for IOH schedule to
mechanical & electrical work in appendix C & D respectively as specified by CAMTECH Pamphlet No
CAMTECH 2008 coach POH/1.0in jan-2008.
5. CMIs, SMIs and technical circulars/pamphlets issued time to time by RDSO schedules followed for
necessary modification and replacements.
6. As per requirement of bogie as unit exchange, the bogies should be collected from workshop
considering transportation time plus two days before spare.
7. The periodicity of overhauling of DV is changed from 24 months to 18 months (during POH)
8. Work shop to switch over PU painting at workshop as advised by RDSO.
2. SCHEDULE `A' : Schedule `A' is required to be given every month + 7 days at the nominated primary
maintenance depot within the normal primary maintenance time on a washing/pit line. A coach need not
to be detached from the rake for Schedule `A' examination unless it requires such repairs which cannot be
attended to on the washing line or within the prescribed maintenance time on the washing line.
‘A’ schedule maintenance:-
(i). All items of primary/secondary maintenance schedule.
(ii). Test the working of brake cylinders for proper application and release.
(iii). Thorough inspection of brake pipe, feed pipe and their connecting pipes to brake cylinder, distributor
valve, Auxiliary reservoir and hose coupling for leakage and attention.
(iv). Carry out manual brake release test on every coach to ensure proper functioning of release lever of
distributor valve.
(v). Micro switch of ACP (Alarm Chain Pulling) should be tested by electrical staff for proper functioning.
(vi). Clean Dirt collector filter with kerosene and refit.
(vii). Test the working of slack adjuster in under frame mounted air brake system. Repair/Replace the
defective slack adjuster.
(viii). Examine loops/ brackets and their securing devices and rectify.
(ix). Examine for wear and replace if required brake hanger pins, brake blocks and brake heads.
The following items of work should be attended during Schedule `A' examination, i.e., monthly
examination:-
(i). All items of primary/secondary maintenance schedule.
(ii). Intensive cleaning of coaches.
(iii). Intensive cleaning of lavatory pans and commode with specified cleaning agent.
(iv). Thorough flushing of tanks.
(v). Checking of water pipes, flush pipe, flushing cocks, push cocks, etc., for ease of operation and free flow
of water.
(vi). Thorough dis-infection of all compartments.
(vii). Thorough inspection and repairs of draw gear.
(viii). Thorough inspection and repairs of buffers.
(ix). Oil in hydraulic dash pots should be checked to detect oil leakage from them through defective seals or
through vent screws. Add/replenish with specified grade of oil if oil level is below 40 mm in tare condition
to ensure better riding comfort. Similarly oil in side bearer baths should be checked when the oil is below
the plug and replenished with specified grade of oil so that wear plate is fully covered by oil.
(x). Inspection and repairs of commode chute.

24
(xi). Thorough check and repairs of sliding doors and vestibule doors for easy and smooth operation and
correct alignment and all wearing parts, loose screws, etc.
3. SCHEDULE `B' : Schedule `B' is required to be given every three months + 15 days at the nominated
primary maintenance depot within the normal time allowed for primary maintenance on a washing line in
rake. Coach need not be detached from the rake for purpose of this examination unless it requires such
repairs which cannot be attended to on the washing line or within the prescribed maintenance time on the
washing line.
The following items of work should be attended.
Air brake system
(i). Same as 'A' schedule
Other assembly maintenance
(i). Besides brake system other items should be attended as given below:
(ii). All items of Schedule `A'
(iii). Painting of lavatories from inside.
(iv). Thorough inspection and repairs of brake gear components.
(v). Thorough checking of trough floor, turn under, etc., from underneath for corrosion.
(vi). Touching up of painted portion, if faded or soiled.
(vii). Overhauling & testing of alarm chain apparatus.
(viii). Testing of guard van valve.
(ix). Greasing of equalizing stay rod.
4. IOH:
(i). IOH is required to be given every nine months ± 30 days at the nominated primary depot.
(ii). Coaches are required to be detached from the rake and taken to the sick line for examination and
repairs.
(iii). For maintenance of major break–down/ mal-functioning of any subassembly etc. the decision whether
the coach is to be detached from the formation for attending to maintenance/replacement of major
subassembly is dependent on maintenance requirements, operational convenience, time availability etc.
The decision is taken by the Engineer (C&W). Coach failure report should be made.
(iv). At depot, the coach that is detached for IOH is taken over to the washing line for cleaning, lubrication
and minor maintenance. The coach that are detached due to a major defect in the distributor valve, brake
cylinder, Auxiliary reservoir etc, is taken to the pit line for the replacement of such sub-assemblies, on unit
exchange basis. The detachment of coach is carried out so as to make the maintenance or testing activities
convenient and faster so that the coach is made ready for use without delay.
PROCEDURE: The activities performed to detach a coach with Air Brake system are as under-
i) Safety precautions shall be taken to prevent injury while detaching/attaching a coach.
ii) Remove the clamps on the cut-off angle cocks. Close the cut-off angle cock of both feed pipe and brake
pipe on both sides of the coach that has to be detached.
iii) Close the cut-off angle cocks of the feed and brake pipe of adjacent coaches. This is to ensure that the
air pressure locked up in the air hose coupling gets vented to atmosphere through the vent hole of the cut-
off angle cock.
iv) Observe above mentioned safety measures to close all the four cut-off angle cocks on either side of the
coach to be detached so that while opening air hose coupling, it may not cause injury due to air pressure
inside.
v) Release the brake of the coach to be detached by pulling the manual release lever of the distributor
valve.
vi) Open the Feed Pipe and Brake Pipe hose coupling from both sides of the coach.
vii) If the air pressure of brake cylinder does not vent by pulling the manual release valve of distributor
valve, open the brake cylinder vent plug to drain the air pressure.

25
viii) Uncouple Screw coupling and detach the coach.
ix) Observe all other safety measures as prescribed.
The following items of work should be attended during IOH.
Air brake system maintenance:
(i). Check brake cylinder for loose rocker arm plate and change on Bogie Mounted system.
(ii). Brake cylinder should be checked for smooth functioning and prescribed stroke. Defective brake
cylinders shall be sent for repairs.
(iii). Guard’s van valve should be tested.
(iv). Test BP & FP air pressure measuring gauges with master gauge and replace if found defective. A set of
two master gauges should be kept for this purpose at every Primary Maintenance Depot and each master
gauge should be sent one after the other to the base workshops for testing, repairs and calibration.
(v). Thoroughly clean Dirt collector filter in kerosene or replace on condition basis.
(vi). Check working of PEASD & PEAV by hearing the hissing sound of exhaust air. After resetting with the
help of key the exhaust of air should stop. Replace the defective PEASD/PEAV.
Other assemblies maintenance:
(i). All items of Schedule `B'
(ii). Thorough repairs of running gear including running out of bogies where considered necessary. Bogies
which are working on rake links earning more than nine months must be run out and unit exchanged with
overhauled bogie received from workshop.
(iii). Touching up damaged paint of coaches on outside as well as inside.
(iv). Thorough cleaning and removal of dust, rust, dirt, etc., accumulated at the pillars through the turn
under holes, with coir brush and compressed air.
(v). Thorough examination and repairs of upholstery, cushions, curtains, etc.
(vi). Thorough checking and full repairs of all window shutters, safety catches, safety latches, staples and
hasps of compartment, lavatory, body side and vestibule doors for ease of operation.
(vii). Thorough checking and repairs of UIC vestibules, their rubber flanges metal frames, doors, fall plate,
locking gear, etc., for ease of operation and safety.
(viii). Thorough checking and repairs of all cracks and worn out portions of flooring of the compartments.
Engineer (C&W) of Primary Coaching Maintenance Depots should be fully familiar with the vulnerable
areas of ICF coaches for corrosion, viz., sole bar at doorways, lavatories and adjoining areas, corridor sides -
more so in case of those SLRs which are used for Fish, Salt, etc. For facilitating inspection of sole bars even
spaced elongated holes of (215x127 mm) are already provided in the turn under.
Special attention should be taken for the following:-
(i). Pocket between sole bars and turn under should be thoroughly cleaned through the inspection opening
of the sole bars and inspected with the help of torch light or inspection lamps.
(ii). Drain holes provided in the trough floors should be kept clean and unclogged. If during the cleaning of
these drain holes any accumulation of water is observed, the affected area should be very carefully
inspected for possible corrosion.
(iii). A register should be maintained of the primary maintenance coaches on the subject.
(iv). During this lifting schedule, bogies/under frame members and body including trough floors of integral
type coaches should be thoroughly examined and all parts of running gears are repaired/ replaced as
necessary. The bogie frames should be particularly checked to detect damage, cracks or deformation and
necessary repairs carried out. Where it is not possible for the maintenance depot to do these repairs or are
prohibited to be done in the maintenance depots, the bogies should be sent to the shops for carrying out
these repairs.
(v). The detailed table of maintenance activities to be carried out during IOH schedule is enclosed as
appendix-G.

26
(vi). The date of intermediate lifting should then be stenciled at the appropriate place in schedule chart on
the end panel
Note:
1) Intermediate Overhauling of Shatabdi/Rajdhanni Exp. Coaches are attended in nominated workshop
only.
2) Intermediate overhauling of newly built coaches are to be attended after 12 months only wheels are to
be replaced
43) RPC-4:
RPC-4 Revision-Jan 2007
No. 95/M/C/141/1
Sub:- Revised maintenance pattern of coaching train- running up to 3500 km in round trip with terminal
attention at the other ends.
S. N. Category of train Preventive maintenance Schedule at pit line Under gear/ Brake
System maintenance at pit Internal cleaning, passenger amenity fittings and watering External
cleaning nominated line with proper facilities En route/terminating Brake system check prior
to start at plate form/at other end
1 Mail/Exp. One way run > 3500 km At primary end At both the ends At both the ends
At both the ends En route after every 250-350 km location to be decided by Rly for each train.
Terminating examination at terminating station. Complete air brake testing with fresh BPC
2 Mail Exp one way run <3500 km but round trip run >3500 km ---do---- ---do---- ---
do---- At both the ends ---do---- ---do----
3a Mail Exp round trip run up to 3500 km ---do---- Only at primary end ---do---- At
Primary End ---do---- Only continuity check if stabled at platform for 2 hrs, otherwise brake power
check with endorsement on Original BPC
3b Inter connected Mail Exp round trip run up to 3500 km ---do---- To be done after 3500 km
or 96 hrs after issue of original BPC whichever is earlier at primary end At primary end & each terminal
---do---- ---do---- ---do----
4 Passenger trains with toilet including interconnected passenger shuttles ---do---- ---do----
At primary end ---do---- ---do---- ---do----
5 Passenger trains without toilet ---do---- To be done after 3500 km or 7 days, after issue
of original BPC whichever is earlier only at primary end ---do---- ---do---- Once a day at
primary end or at nominated terminal ---do----
Note:- Internal cleaning, passenger amenity attention and watering may be done at platform line or
nominated stabling line provide stipulated facilities are available at such line, in case the rake is stabled
in yard for more than 6 hrs, positive safety arrangements should be made for the rake and in case the
security is considered inadequate, the rake should be taken to pit line for attention to under gear as
given under column(4) above.
44) WHEEL DEFECTS:

27
Thin Flange

Sharp Flange

Radius too small at the root of flange

Deep Flange

28
Flat faces on Tyre

Hollow Tyre

Thin Tyre

29
Wheel Defects Causes
Thin Flange When the flange thickness reduces from 28.5mm (New) to 16 mm
(Condemn) or less, then the flange is called thin flange.
Flange thickness is measured at a depth of 13 mm from the tip of the flange.
Repercussion: - Chances of bursting of point due to entering of flange
between Tongue rail and Stock rail.
Sharp Flange When the radius given at the tip of flange is worn out from 14.5mm
(New) to 5 mm (Condemn) or less is called Sharp Flange.
Repercussion: - Shearing of fish plate bolts at rail joints.
Radius too small at the root of flange New Radius of flange at the root is 16R, when it is reduced to
13R or below, it is called Radius too small at the root of flange.
Repercussion: - Excessive lateral play result in chances of
mounting of flange over rail.
Deep Flange The New height of the flange is 28.5mm, when it increased up
to 35mm or more is called Deep Flange
Repercussion: - Shearing of fish plate bolts at rail joints.
Flat faces on Tyre Flatness on wheel circumference is called Flat faces on tyre.
1. For Coaching Stock it is allowed up to 50 mm
2. For Goods Stock it is allowed up to 60 mm
Repercussion: - Chances of rail fracture due to hammering effect on
rail.
Hollow Tyre If the groove on the wheel tread is up to 5 mm or more, it is
called Hollow tyre.
Repercussion:- Chances of entanglement of tongue rail nose with
wheel.
Thin Tyre If the remaining thickness of tyre is less than 25 mm, it is called thin
tyre.
Repercussion: - probability of breakage of tyre.
45) POH,IOH, NPOH:

30
46) LOAD IS TRANSMITTED IN ICF COACHES, WRITE CHRONOLOGICALLY:

47) brake power is distributed in any coach.

31
48) SUSPENSION SYSTEM IN CASNUB:
Secondary suspension, helical spring used.

49) The rejection rules for Coupling and Buffing Gear as per IRCA Pt IV:
Rule 4.10 Buffing gear defects on Broad Gauge stock
'S' 4.10.1 Buffer deficient or drooping.
'S' 4.10.2 Any buffer dead.
4.10.3 Buffer plunger / casing cracked over a length of more than 100 mm or casing bolt deficient.
'S' 4.10.4 Buffer spindle broken or nut deficient.
4.10.5 Buffer height beyond specified limits (Rule 2.14.2).
Rule 4.11 Draft gear and coupling assembly defects on Broad Gauge stock.
'S' 4.11.1 Draw bar, draw bar hook, support plate or draw link broken.
4.11.2 Shoulder of draw bar hook projecting more than 32 mm beyond headstock.
4.11.3 Draw bar steel spring deficient or broken in two pieces unless both parts are properly set in
position. Whenever a coach with broken draw bar spring touches a sick line, the broken spring must be
changed.
'S' 4.11.4 Draw bar steel spring broken in more than two pieces.
4.11.5 Draw bar rubber springs permanently set or perished to such an extent so as to cause the condition
covered in Rule 4.11.2.
'S' 4.11.6 Draw bar which can be turned upside down.
'S' 4.11.7 Draw bar or draw hook worn more than 13 mm through any section.
'S' 4.11.8 Draft yoke cracked or broken.
'S' 4.11.9 Draw bar nut or washer deficient or of incorrect size or not secured with a cotter as specified.
'S' 4.11.10 Draft cotter/key/link pins free to work out.
32
4.11.11 Draw bar wearing plate with lug broken, deficient or any of its rivet deficient.
'S' 4.11.12 Any part of a screw coupling or shackle assembly deficient or broken.
'S' 4.14.2 Dynamo/alternator or other electrical equipment infringing the moving dimensions (Plate 63 and
64).
'S' 4.14.3 Axle pulley loose.
'S' 4.14.4 Dynamo/alternator safety chain deficient or not properly fitted.
4.14.5 Inter cell connections on batteries not properly tightened.
4.14.6 Any cable defect causing earth fault.
'S' 4.14.7 Cables naked and/or hanging loose.
'S' 4.14.8 Any fuse of improper rating, deficient or improperly secured.
4.14.9 Failure of lighting and fannage in a coach.

50)COACH MAINTENANCE MANUAL:

33
CHAPTERS:
CHAPTERS 1- Coach
CHAPTERS 2-Shell
CHAPTERS 3-bogie
CHAPTERS 4- air brake system
CHAPTERS 5-vacuum brake system
CHAPTERS 6- bogie mounted air brake system
CHAPTERS 7- train (non-ac coaches)
CHAPTERS 8- air conditioned coaches
CHAPTERS 9- draw and buffing gear
CHAPTERS 10- rolling gear
CHAPTERS 11- interior fittings
CHAPTERS 12- painting
APPENDICES:

34
APPENDIX A- transportation codes for coaches
APPENDIX B- must change items during POH of high speed coaches
APPENDIX C- modificaions in BG Coaches
APPENDIX D- list of RDSO’s technical pamphlets
APPENDIX E- standard integrated modular pit line for unified maintenance
APPENDIX F- maintenance schedules
APPENDIX G- IOH format

51. What do you understand by suspension system? Write down the suspension system of ICF coach
in detail? Suspension system
The arrangement provided in rolling stock to absorb shocks and to minimize extra oscillations due to
irregular joint in P-way and extra wear and tear occurred in rolling stock is called suspension system.

suspension system in railways are classified into two category:-

1. Single stage suspension system – This system has either secondary or primary
suspension but not both. Secondary suspension connect the vehicle body to the bogie
frame while primary suspension connect the bogie frame to the axle
2. Two stage suspension system- This system has both secondary as well as primary
suspension system
single stage suspension is used in vehicle where
• Comfort is not the primary criteria(for instance wagon)
• Simple construction and easy of maintenance are important consideration  Pay load is high
as compared to tare weight.
• Moderate speeds are required
Two stage suspension is used in vehicle where :
• Comfort is important criteria.
• Payload is low as compare to tare weight
• Moderate to high speed are required
This suspension system is used in ICF coaches.
SUSPENSION SYSTEM UTILISED IN ICF COACH:-
Two stage suspension system with hydraulic dampers are utilised on primary and secondary suspension
in ICF coach Primary suspension system: - suspension arrangement provided on axle box wing with the
combined use of coil spring and telescopic hydraulic damper (dashpot) is known as primary suspension
system.

Generally 70% of the developed shocks due to irregularities in track is absorbed by primary suspension
arrangement. Rest 30% is passed to bogie frame for secondary suspension arrangement.

The main component of primary suspension is as under

1. Helical spring
2. Axle box wing
3. Axle box wing lug
4. Safety strap and loop
5. Air went screw 6. Dashpot assembly 7.
35
 (i) Dashpot cup
(ii) Dashpot guide
(iii) Dashpot guide cap
(iv) Dust shield spring
(v) Dust shield
(vi) Guide bush
(vii) Guide bush cir clip
(viii) Protecting tube
(ix) Dashpot oil(1.6 lt. for modified and 1.4 it for non-modified)
Secondary suspension arrangement: - The suspension arrangement provided between bogie and body
is known as secondary suspension arrangement. In this system two nos. bolster helical spring are
seated on lower plank with the use of one vertical shock absorber and suspension link, pin and stone
assemblies.

52. What is bogie mounted air brake system? Explain its advantage over conventional air brake
system .Explain its design feature and working. What precautions are to be taken during
maintenance?

Bogie Mounted Brake System

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

• In built single acting slack adjuster to take up a slack automatically.

36
• Weight is reduced and C.C. can be increased (weight is reduced 492 kg per coach as compared to
conventional coaching stock)
• Number of pin joints is reduced 102 to 84.
• Fulcrum losses are reduced.
• Braking distance can be reduced at a speed of 110 km ph with 18 coaches is 800 m. (Conventional
stock is
905 m.)
• Maintenance cost is low.
• Noise is reduced due to under frame mounting, SAB is eliminated.
• Mechanical efficiency is increased.
• Reliability of brake system is increased
• Speed of the train can be increased due to better controlling of train.
• Wheel Wear is reduced due to co-efficient of friction of ‘K’-type brake block is 0.25.
• Mechanical advantage is increased.
• 13 T (Non-AC) 1:4 (in conventional) & 1:7.6 (In BMBC)
• 16 T (AC) 1:5.5 (In conventional) & 1:8.4 (In BMBC).
• Life of the brake block is increased. (5.5 to 6.0 times in compare to C.I.).
• Mounting and dismounting of brake cylinder is easy during IOH & POH.
• Weight of the brake block is reduced resulted transportation and handling is easy. OTHER DATA
OF B.M.B.S. : -

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

37
 MAIN COMPONENTS OF BMBC

1. Adjuster screw with Ratchet

2. Adjuster tube
3. Rocker arm
4. Roller plate
5. Pawl Housing Ring
6. Pawl
7. Piston
8. Trunnion Body
9. Front Cover
10. Piston Return Spring
11. Cross Head
12. Latch
13. Resetting Plate
14. Pawl Spring
15. Plunger Spring
16. Ratchet

38
Precautions to be followed while maintaining the BMBC.

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

WORKING PRINCIPLE

• Whenever driver applied the brakes, piston is charged at 3.8 kg/cm2 of pressure.
• Piston assembly started to move in forward direction,
• But there will not any change in the position of adjuster ratchet if the piston stroke is within 32
mm
• If the piston stroke is exceeded more than 32 mm, in return stroke the fulcrum of the rocker ram is
change resulted the pressure on plunger pin is released and pawl housing ring is started to rotate
in clock direction due to release of pressure, mean while ratchet also rotate on its axis and change
circumferential position
39
by 20 degree (shifting by one teeth only) and then locked by pawl. Due to change of this clock wise position
of ratchet ,the adjuster tube takes place the liner displaced outward outside at a rate of 0.366 mm per
stroke and locked it in permanent feature resulted the gap between wheel and brake block is reduced

53. Explain working of twin pipe air brake conventional system with the help of neat diagram
indicating its components?

Twin pipe conventional air brake system

Twin pipe conventional air brake system was provided in coaching stock. System is provided with two
Nos. Of pipes i.e. Brake pipe and feed pipe for flow of pressure 5 Kg/cm2 and 6Kg/cm2 respectively
along with SAB for maintaining automatic clearance between wheel and brake block further it is
upgraded in to Twin pipe Bogie Mounted Brake Cylinder System in which SAB is inbuilt in BMBC. Twin
pipe conventional air brake system is shown in the following diagram

Working Principle Of Air Brake System:

Charging-
Under normal conditions the Brake pipe and feed pipe both are charged with 5kg/cm 2 and
6kg/cm2 respectably from the loco. The control reservoir is charged with 5kg/cm 2 and the Auxiliary
reservoir is charged with 6kg/cm2.
When the brake pipe is 5 kg/cm2 the brake cylinder is connected to exhaust through distributor
valve in order to keep the brake in released position fully. Application-
40
 Whenever the brake application is required operator / driver reduces Brake pipe pressure below
the CR pressure, the DV connects the auxiliary reservoir with the brake cylinder and the air from AR is
flow into the brake cylinder to apply the brake. Releasing-
It is essential for maintaining BP and CR, to meet this position for which operator / driver
recharge the BP pipe with 5kg/cm2 .Whenever the brake pipe pressure is equal to CR pressure the DV
disconnects the BC from AR and in turn connects the BC with Exhaust for the release of brakes fully.
Manual release-
Whenever the loco is detached BP pressure is brought to zero and brake application takes place
due to the existence of CR pressure at the bottom of the main diaphragm. To release the brakes
manually the hollow stem in the DV should be brought to the normal position by releasing the air from
CR. To facilitate this, the release valve is given a brief pull which is provided at the bottom of the DV.
During this operation the air from CR is released which in turn brings the hollow stem to the normal
position to connect BC with exhaust for releasing of brakes.

54. What are the maintenance schedules prescribed in carriage depot? Explain the work is carried
out in each schedule.

MAINTENANCE SCHEDULES TO BE FOLLOWED IN COACHING DEPOTS

a) To maintain coaching stock in good condition, the following preventive maintenance schedules
are prescribed to be carried out in carriage depots on divisions where rake has been based for
primary maintenance.
1. Trip schedule- After every trip by primary maintenance depot.
2. Schedule A - Monthly (1 month  7 days)
3. Schedule B -Quarterly (3 months  15 days)
4. IOH - 9 months + 30 days
5. POH - 18 months
b) Primary maintenance schedules are required to be carried out by the base depots to which
coaches are allotted. In emergency, when due to any reason coaches cannot reach their base
depots and primary maintenance schedules become due, A & B schedules should be undertaken
by the carriage depots where the coaches are available. All schedules should be carried out by
primary maintenance depot.
1. TRIP SCHEDULE :-
Trip schedule is attended per trip of the rake. The trip is being attended by Primary depots. No
need to detach the coach from the rake during trip schedule. Total distance traveled by
passenger rake in a trip up and down is more than 3500 km. Following procedure is adopted
during the trip schedule:-

1. All under gear parts are thoroughly examined.

2. All moving parts are lubricated.
3. Complete examination of buffing & draw gear for its proper functioning. Lubrication is essential.
4. Coupling should be free in its screw i.e. ensure easy movement of coupling.
5. Proper examination of primary suspension arrangement.
6. Ensure the leakage of dash pot and oil level of dash pot.
7. Proper securing of safety strap and safety loop.

41
 8. Proper examination of secondary suspension. Ensure the working of spring, shock absorber, safety
strap & safety loop.
9. Proper examination of wear in suspension link bracket, pin & shackle stone.
10. Examine the proper function of shock absorber & securing bolt.
11. Examination of equalizing stay rod for its proper securing.
12. Examination of proper securing of bolts & cotters & silent bushes of centre pivot.
13. Ensure the proper function of side bearer or its oil level.
14. Changing of worn & wear brake blocks & pin & adjustment of brake power.
15. Proper cleaning of coach from inside & outside & disinfections.
16. Spraying of pesticides elements.
17. Checking of all points & pipe joints & other fittings & filling of water tank.
18. Proper opening & closing of vestibule doors.
19. Checking of amenity & safety items.
20. All fall plate examination of vestibule.
21. Testing of alarm signal, guard van valve & its gauge.
22. Preparation of DRS card & brake power certificate.
New Policy (Recommendations) for enhancements of POH/IOH schedules of Coaching Stock.
1. The revised POH periodicity from 12 to18 months is applicable to all Mail/Express coaches for whom
Railway sh arrange transportation of bogies from and to work shop.
2. A marking on the coach below return date shall be specified to distinguish 18 months periodicity.
3. The general sequence of coach will remain as per existing coaching maintenance manual.
4. The items of trip schedules; ‘A’ and ‘B’ schedules will remain same.
The coach will be given 2 quarterly schedules B before IOH .The work specified for IOH schedule to
mechanical electrical work in appendix C & D respectively as specified by CAMTECH Pamphlet No
CAMTECH 2008 coa POH/1.0in jan-2008.

5. CMIs, SMIs and technical circulars/pamphlets issued time to time by RDSO schedules followed for
necessa modification and replacements.
6. As per requirement of bogie as unit exchange, the bogies should be collected from workshop
considerin transportation time plus two days before spare.
7. The periodicity of overhauling of DV is changed from 24 months to 18 months (during POH)
8. Work shop to switch over PU painting at workshop as advised by RDSO.
2. SCHEDULE `A' : Schedule `A' is required to be given every month + 7 days at the nominated primary
maintenance depot within the normal primary maintenance time on a washing/pit line. A coach
need not to be detached from the rake for Schedule `A' examination unless it requires such repairs
which cannot be attended to on the washing line or within the prescribed maintenance time on the
washing line.
‘A’ schedule maintenance:
(i) All items of trip schedule.
(ii) Test the working of brake cylinders for proper application and release.
(iii) Thorough inspection of brake pipe, feed pipe and their connecting pipes to brake cylinder,
distributor valve, Auxiliary reservoir and hose coupling for leakage and attention.
(iv) Carry out manual brake release test on every coach to ensure proper functioning of release lever
of distributor valve.
42
(v) Micro switch of ACP should be tested by electrical staff for proper functioning.
(vi) Clean Dirt collector filter with kerosene and refit.
(vii) Test the working of slack adjuster in under frame mounted air brake system. Repair/Replace the
defective slack adjuster.
(viii) Examine loops/ brackets and their securing devices and rectify.
(ix) Examine for wear and replace if required brake hanger pins, brake blocks and brake heads.
The following items of work should be attended during Schedule `A' examination, i.e., monthly
examination:- (i) All items of trip schedule.
(ii) Intensive cleaning of coaches.
(iii) Intensive cleaning of lavatory pans and commode with specified cleaning agent.
(iv) Thorough flushing of water tanks.
(v) Checking of water pipes, flush pipe, flushing cocks, push-cocks, for ease of operation and free flow
of water.
(vi) Thorough dis-infection of all compartments.
Thorough inspection and repairs of draw gear.
Thorough inspection and repairs of buffers.
(ix) Oil in hydraulic dash pots should be checked to detect oil leakage from them through defective
seals or through vent screws. Add/replenish with specified grade of oil if oil level is below 40 mm
in tare condition to ensure better riding comfort. Similarly oil in side bearer baths should be
checked when the oil is below the plug and replenished with specified grade of oil so that wear
plate is fully covered by oil.
(x) Inspection and repairs of commode chute.
Thorough check and repairs of sliding doors and vestibule doors for easy and smooth operation and
correct alignment and all wearing parts, loose screws, etc.
3. SCHEDULE `B’: Schedule `B' is required to be given every three months + 15 days at the nominated
primary maintenance depot within the normal time allowed for primary maintenance on a washing
line in rake. Coach need not be detached from the rake for purpose of this examination unless it
requires such repairs which cannot be attended to on the washing line or within the prescribed
maintenance time on the washing line.
The following items of work should
be attended. Air brake system
(i) Same as 'A' schedule
Other assembly
maintenance
(i) Besides brake system other items should be attended as given below:
(ii) All items of Schedule `A'
(iii) Painting of lavatories from inside.
(iv) Thorough inspection and repairs of brake gear components.
(v) Thorough checking of trough floor, turn under, etc., from underneath for corrosion.
(vi) Touching up of painted portion, if faded or soiled.
(vii) Overhauling & testing of alarm chain apparatus.
(viii) Testing of guard van valve.
(ix) Greasing of equalizing stay rod.

43
4. IOH :
Air brake maintenance:
(i) IOH is required to be given every nine months +30 days at the nominated primary depot.
(ii) Coaches are required to be detached from the rake and taken to the sick line for
examination and repairs. The following items of work should be attended during IOH.
Air brake system maintenance:
(i) Check brake cylinder for loose rocker arm plate and change on Bogie Mounted system.
(ii) Brake cylinder should be checked for smooth functioning and prescribed stroke. Defective brake
cylinders shall be sent for repairs.
(iii) Guard’s van valve should be tested.
(iv) Test BP & FP air pressure measuring gauges with master gauge and replace if found defective. A
set of two master gauges should be kept for this purpose at every Primary Maintenance Depot and
each master gauge should be sent one after the other to the base workshops for testing, repairs
and calibration.
(v) Thoroughly clean Dirt collector filter in kerosene or replace on condition basis.
Check working of PEASD & PEAV by hearing the hissing sound of exhaust air. After resetting with the
help of key the exhaust of air should stop. Replace the defective PEASD/PEAV

54. What do you understand by RPC-4? Explain in detail.

Revised maintenance pattern of coaching train- running up to 3500 km in round trip with terminal
attention at the other ends.
S. Category of Preventive Under gear/ Internal External En Brake system
N. train maintenance Brake System cleaning, cleaning route/terminating check prior to
at pit line maintenance passenger nominated start at
amenity line with plate

at pit fittings and proper form/at other

watering facilities end

1 Mail/Exp. One At At both the At both At both En route after every Complete air
way run > ends the ends the ends 250-350 km brake testing
primary end location to be with fresh
3500 km
decided by Rly for BPC
each train.
Terminating
examination at
terminating station.

44
2 Mail Exp one ---do---- ---do---- ---do---- At both ---do---- ---do----
way run <3500 the ends
km but round
trip run >3500
km

3 a Mail Exp round ---do---- Only at ---do---- ---do---- ---do---- Only continuity
trip run up to primary end check if
3500 km
stabled at
platform for
2 hrs,
otherwise
brake power
check with
endorsement
on BPC
engine

3b Inter connected ---do---- To be done At primary ---do---- ---do---- ---do----

after 3500 km
Mail Exp round end &
or 96 hrs after
trip run up to
issue of each
3500 km
original BPC terminal
whichever is
earlier at
primary end

4 Passenger trains ---do---- ---do---- At primary ---do---- ---do---- ---do----

with end
toilet including
interconnected
passenger
shuttles

45
5 Passenger trains ---do---- To be done ---do---- ---do---- Once a day at ---do----
without after 3500 km primary end or at
or 7 days, after nominated terminal
toilet issue of
original BPC
whichever is
earlier only at
primary end

Note: - Internal cleaning, passenger amenity attention and watering may be done at platform line or
nominated stabling line provide stipulated facilities are available at such line, in case the rake is stabled
in yard for more than 6 hrs, positive safety arrangements should be made for the rake and in case the
security is considered inadequate, the rake should be taken to pit line for attention to under gear as
given under column(4) above.

55. What do you understand by rolling IN and rolling OUT examination, What are advantages of this
examination. Describe in detail.
Rolling In Examination: There are certain types of defects in rolling stock which can only be detected
during motion of train. To deduct such type of defects rolling in examination is carried out. Such type of
examination is carried out on all through passing trains and terminating trains. To carry out such type of
examination C & W staff and supervisor will take position on both sides of platform/line in which train is
being received. Sufficient lightening arrangement to see under gear from both side of track should be
available.
During examination following defects are to be detected-Unusual sound of flat faces on tyre of wheel of
any vehicle of train.
1. Whistling sound of hot axle boxes.
2. Any hanging part or loose fitting of vehicle.
3. Any Spring broken.
4. Brake binding of any vehicle.
5. Any component or spring suspension bracket loose/broken.
6. Abnormal behaviour of vehicle.
7. Any other defects by which safety infringement.
Rolling Out: Such type of examination is carried out to minimize detachment of vehicle in route
particularly flat places tyre due to brake binding. It is carried out on all through passing trains and
originating trains.

The procedure of conducting such type of examination is similar to rolling in examination. Only
staff and supervisor will take position for conducting examination ahead of engine. And will ensure that
the brakes of all vehicles running with train are in released condition and there are no leftover defects
during halt of examination.

Advantages of rolling In/Out examination

46
 1. There are certain type of defects in rolling stock which can only be detected during motion
of train
2. It is carried out to minimize in route detachment of vehicle particularly due to flat places on
tyre due to brake binding on tyre.
3. To improve reliability of the rolling stock.
4. With the adoption of this examination awareness of the C&W and ETL staff is improved.
5. It helps in customer satisfaction & improving performance of vehicle.

5. 56. nWhat is the main reason of bearing failure? Explain the measure to reduce the
bearing failure.

Component wise defects of bearing are as under:-

Defects in CTRB:
a) Double cup:
• Stain discoloration, corrosion, pitting and rust.
• Flaking/spilling.
• Pitting.
• Electric burns.
• Cracks & fractures.
• Decrease in outer diameter.  Increase in counter bore.
b) Cone assembly:
• Stain discoloration, corrosion, pitting and rust.
• Flaking/spilling.
• Smearing & peeling.
• Pitting marks on roller surface.
• The clearance between cage pocket & roller is more than 1.5mm.
• The clearance between cage flange & inner ring is more than 2.3mm. c) Wear ring:
• Breakage in contact route of lip.
• Scratches or cracks on out face.
d) Grease seal:
• Hardened, cracked or cut seal lip.
e) Backing ring:
• Pitting marks
• Cracked fractured or heavy corrosion.
• Loose wear ring in counter bore of locking ring.
• Increase internal diameter i.e. more than 178.56mm.
Defects, their cause & remedial action are as under:
Sr. No. Defect Possible reason Remedial action

1. Flaking Entry of foreign particles, water Improve the sealing mechanism,

& poor lubrication use the lubricant with proper
viscosity

47
2. Peeling Rough surface due to poor Use proper lubricant, Improve the
lubrication, entry of debris into sealing mechanism
lubricant

3. Scoring Excessive load, shaft bending Check the size of load, check the
precision of shaft

4. Smearing High speed & light load, sudden Improved the preload, check
acceleration/deceleration bearing clearances

5. Fracture Impact during mounting, poor Improved mounting methods,

handling provide enough back up & support
for bearing rib

6. Cracks Heat generation due to creep, Correct the interference, use &
excessive interference appropriate shaft shape

7. Cage damage Poor mounting, excessive Check mounting method, check

rotation speed, shock & large the rotation & load condition,
vibration reduce the vibration

8. Denting Debris caught in the surface, Wash the housing, improve the
shock during transport or mounting & handling methods
mounting

9. Pitting Exposure to moisture in the improve sealing method

atmosphere, poor lubrication

10. Wear Progression from rust & Improve the sealing methods,
electrical corrosion, sliding due prevent misalignment
to irregular motion of rolling
elements

11. Fretting Vibration with small amplitude, Check the interference fit, apply a
in sufficient interference film of lubricant to the fitting
surface

12. False brinelling Oscillation & vibration of a Secured the shaft & housing
stationary bearing during during transporting, reduce
transporting, oscillation motion vibration while preloading
with the small amplitude

48
13. Creep Insufficient interference or loose Check the interference & prevent
fit, insufficient sleeve tightening rotation, correct sleeve tightening,
tighten the raceway ring side
race, apply adhesive to the fitting
surface

14. Seizure Excessive small internal Check precision of shaft &

clearance, poor precision of housing. Study preload, bearing
shaft & housing clearances & fittings

15. Electric Electric potential difference Design electric circuit which

corrosion between inner & outer rings prevent current flow through the
bearings, insulation of the
bearing

16. Rust & Entry of corrosive gas & water, Improve the sealing methods,
corrosion poor rust prevention treatment anti--rust treatment for periods of
long running

17. Mounting flaws Inclination of inner & outer rings Use appropriate jig & tool, avoid
during mounting or a shock load by use of a press
dismounting, shock load during machine, centre the relative
mounting or dismounting matting parts during mountings

18. Discoloration Poor lubrication, oil stain due to Improve lubrication methods.
reaction with lubricant

57. What are the primary and secondary depots? What work is carried out in this Depot, Explain in
detail?

Primary Depot: - The depot which is responsible for ensuring all primary Maintenance activities is
known as primary depot. It is also known as base depot. Base depot is also responsible for sending
overdue POH coaches to nominated workshop and maintaining history card.
Secondary Depot: - Rake maintenance works attended by terminating depot other than based depot is
called secondary depot. Any NPOH coach deducted at secondary depot will be send to primary depot for
further NPOH attention.
Work carried out by these depots are as under :-
S.No Primary Depot Secondary Depot
1. Maintenance works attended by Maintenance works attended by
based depot is called primary terminating depot other than based depot
depot. is called secondary depot.
2. Preparation of DRS card is done Only cross checking of items as per DRS
by primary depot. card or only shortage, missing should be
provided by secondary depot.

49
 3. Primary maintenance depot is
Intimation to primary depot is essential
responsible to prepare
whenever any major repair/maintenance
maintenance history card of
is attended.
coach.
4. It is duty of primary depot to Secondary maintenance depot is
ensure proper supply of brake responsible to ensure only if there is any
van equipment for all originating shortfall.
trains.
5. Primary maintenance depot is Secondary maintenance does not have
responsible for all types of responsibility other than trip schedule.
schedules of coaches.
6. It is duty of primary maintenance It is not duty of secondary depot but it
depot to send the coaches for assist in sending the coaches for POH or
POH or NPOH if due or required. NPOH through primary depot.

58. What do you understand by passenger amenities and safety fittings? Explain each with example.

SAFETY & AMENITY FITTINGS

Amenity Fittings: - The fittings which are provided inside the coach for Luxurious & Comfortable & also for
non strenuous journey are called as “Amenity Fittings “.
Indian Railways are one of the biggest transporters of passenger traffic in the world. Indian Railways run
nearly 7500 passenger trains daily carrying on an average 12 million passengers per day.
With the quickening pace of modernization, the Railway traveller today expects much more from the
system than he did in the past in the form of amenities. The provision of passenger amenities is,
therefore, one of the important objectives of the Indian Railways both as a business ethic and a social
obligation. The Indian Railways have issued a Citizens' Charter on Passenger services in which it has
been pledged to ensure adequate passenger amenities in trains and at Railway stations.
‘Passenger Amenities’ are those items provided in the coaches to make passengers comfortable and feel
at home during their entire journey. The amenities are basically divided into two categories viz. Essential
and desirable.
The first category comprise of those amenities, which are the basic requirements and are common to
every passenger and type of coaches. This includes toilets, cushioned berths, etc. The second category
includes those fittings, which are mainly dependent upon the type of class opted by the passengers
i.e.1stAC, 2nd class AC, 1stClass etc. These amenities are also divided into two categories viz (a)Fixed
fittings with varied dimensions such as berths or seats etc.
(b)Loose fittings such as carpet, bed sheets, towels, curtains, foot mat, soap, shower, mirror, bath mat,
bucket, glass, mug, ladder etc.
Following amenity items are fitted in an AC coach:-
• Cushioned seats or berths. Provision of reclining gear, back rest and foot rest in seats of chair cars
to sit in
any position as per comfort of an individual passenger.
• Nightlight, berth reading light, call bell push button, fans, tube lights, switches for light& fan,
luggage racks, sealed windows, tumbler holder, ashtray, mirror with shelf in each cabin, coat
hooks, magazine pouch, bed sheets

50
 • Lavatories with a mix of Indian and Western style toilets along with toilet accessories like mirror,
liquid soap, mug, taps, wash-basin, coat hooks, handle, shelve for keeping soap or toilet kit, toilet
paper, frosted glass, toilet engaged signs, light, fan etc.
• Doorway fittings including door closer.
• Air conditioning as per standards lay down.
• Dust-bin, linen room, thali racks
• Safety and security fittings like Fire extinguishers, Passenger alarm chain apparatus, luggage
securing chains, vestibules for inter communication from one coach to another, emergency
window, etc.
• Reservation display charts, destination boards, number plates for train, seat numbers, etc.

Safety Fittings: - The fittings which are fitted in the coach for safety of passengers & their luggage are
called as “Safety Fittings “. Main Fittings are as under:-
Luggage locking wire, Alarm Chain, Upper Birth Safety Rail, Doors latch & cutch, Doors, Window Shutters,
Fire Extinguisher, Commode Rail, Vestibule Safety brackets, Window Safety Bars, Vestibule fall plate.

51