RAILWAY ZONES AND THEIR HEAD QUARTERS:
CODE
RAILWAY ZONES
HEAD QUARTERS
1.
CENTRAL RAILWAY
MUMBAI
2.
EASTERN RAILWAY
KOLKATA
3.
NORTHERN RAILWAY
DELHI
4.
NORTH EASTERN RAILWAY
GHORAKPUR
5.
NORTH EAST FRONTIER RAILWAY
MALIGON (GUWAHATI)
6.
SOUTHERN RAILWAY
CHENNAI
7.
SOUTH EASTERN RAILWAY
KOLKATA
8.
WESTERN RAILWAY
MUMBAI
9.
SOUTH CENTRAL RAILWAY
SECUNDRABAD
10.
EAST CENTRAL RAILWAY
HAJIPUR
11.
NORTH WESTERN RAILWAY
JAIPUR
12.
EAST COAST RAILWAY
BHUVANESHWAR
13.
NORTH CENTRAL RAILWAY
ALLAHABAD
14.
SOUTH EAST CENTRAL RAILWAY
BILASHPUR
15.
SOUTH WESTERN RAILWAY
HUBLI
16.
WEST CENTRAL RAILWAY
JABALPUR
17.
METRO RAILWAY
KOLKATA
UNITS OF MEASUREMENT OF LENGTH
8 gauges = 1 inch
12 inches = 1 foot
3 feet = 1 yard
220 yards = 1 furlong
8 Furlong or 1760 Yards = 1Mile
Units of Weight Measurement
16 drams = 1 ounce
16 ounces = 1 pound
28 pounds = 1 quarter
4 quarters = 1 hundred weight
20 hundred weight = 1 ton
Measurement of Capacity
4 gills = 1pint
2 pints = 1 quarter
4 quarters = 1 gallon
Other Units
8 ratti = 1 masha
12 masha = 1 tola
5 tola = 1 chhatank
16 chhatanks = 1 seer
40 seer = 1 mound
Measurement of Time
60 seconds = 1 minute
60 minutes = 1 hour
24 hours = 1 day
C.G.S. System
This system is also known as French or Metric system. This is an international system for
measurement and weighting physical things. The Indian Standards Institute has approved this
system for adoption. Under this system, for measurement of length centimeter, for weight gram,
and for time second have been taken as the basis. Under C.G.S. system the following units are used:
Measurement of Length
10 millimeters = 1 centimeter
10 centimeters = 1 decimeter
10 decimeters = 1 meter (or 100 centimeters)
10 meters = 1 decameter
10 decameters = 1 hectometer (or 100 meters)
10 hectometers = 1 kilometer (or 1000 meters)
Measurement to Weight
10 milligrams = 1 centigram
10 centigrams = 1 decigram
10 decigrams = 1 gram
10 grams = 1decagram
10 decagrams = 1 hectograms
10 hectograms = 1 kilogram
100 kilograms = 1 quintal
10 quintals = 1 metric tone
Measurement of Capacity
10 milliliters = 1 centiliter
10 centiliter = 1 deciliter
10 deciliters = 1 liter
10 liters = 1 deciliters
10 deciliters = 1 hectoliter
10 hectoliters = 1 kiloliter
Measurement of Time
60 seconds = 1 minute
60 minutes = 1 hours
24 hours = 1 day
7 days = 1 week
30 days = 1 month
12 months = 1 year (or 365 days)
Apart for F.P.S. system and C.G. S. system for measurement at large scale, MKS system is also
prevalent in India. This system is almost similar to CGS system. For measuring length meter
is used. For weighing things kilogram and for measuring time seconds unit is used.
Area Measurement (British System)
144 sq. inch = 1 sq. foot
9 sq. foot = 1 sq. yard
4840 sq. yards = 1 acre
640 acres = 1 sq. mile
Area measurement (Metric System)
100 sq. millimeters = 1 sq. foot
9 sq. centimeters = 1 sq. decimeter
100 sq. decimeters = 1 sq. meter
100 sq meters = 1 are
100 are = 1 hectare (or 10000 sq. m)
100 hectares = 1 sq. kilometer (or 100000 sq. Ares)
Measurement of Volume (British System)
1728 cubic inches = 1 cubic foot
27 cubic feet = 1 cubic yard
Measurement of Volume (Metric System)
1000 cubic feet = 1 cubic centimeter
1000 cubic cm = 1 cubic decimeter
1000 cubic decimeter = 1 cubic meter
1000 cubic meters = 1 decameter
1000 cubic decameters = 1 cubic hectometer
1000 cubic hectometer = 1 cubic kilometer
Temperature and its Units
Temperature indicates the level of heat of an article. Organs of our body cannot
measure the heat of a thing. If we put our finger in hot water and then put it into cool water,
we shall observe that our finger remains hot for some time even after putting the finger into
cold water. Therefore, we cannot depend on our body organs for knowing the temperature
of an article. For this purpose a thermometer containing mercury in used. These are used as
a scales between two stages of temperature. Normally Celsius (Centigrade) and Fahrenheit
thermometers are used. In centigrade thermometers the melting point at atmospheric
pressure is 0◦ C and the boiling point is at 100◦ C. These degrees can be conveniently
divided into equal parts. In the same way, at atmospheric pressure in Fahrenheit
thermometer, the melting point of ice is 32◦ F and boiling point of water is 212◦ F. These
degrees are divided into equal parts and indicated on the thermometer.
For meeting the technical and other needs now these degrees are converted into one
another. For this purpose the following formula is applied:
Temperature Conversion Formula:
From Centigrade to Fahrenheit,
◦C = 5/9(◦F-32)
From Fahrenheit to Centigrade,
◦ F = 9/5(◦C +32)
FIRST AID.
We have discussed various precautions needed to avert accidents in open line and workshops.
A slight negligence in these precautions can prove dangerous. Accident in workshops directly affect
the workers. While loss of property can be made up later on, it is essential to take steps to treat the
injured person immediately. One does not know when an accident will occur in a openline but all
depots cannot have medical staff for quick treatment at the site. Only a few big industrial houses
have made available medical facilities to deal with accidental cases. Therefore, it is very important
to provided. First AID facilities in all depots. Training should be given to the employees of openline
so that they can provided first aid relief to the injured, in case of an accident. If necessary, after
giving first aid, treatment can be had from a doctor or a doctor can be called on the site, if situation
demands. The following things should be available in the openline to provided First Aid facilities:
Tincture Iodine, Tincture Benzene, Mercurochrome, Dettol, Burnol, Pain relieving tablets,
Medicine to treat unconsciousness, Dressing material, meshed cloth, Cotton, Safety pin, Raw Plaster,
Small wooden strips, Dropper, Glass for administering medicine, Glass for washing eyes, Stature,
Truenet,wooden scales,ointment.
With the help of above things, first aid can be provided to an injured person and he may get
cured or get temporary relief.
Important points regarding First Aid.
(i)
We should not get nervous at the sight of patient’s injury or pain. Nor
we should try to escape from the site.
(ii)
Instead of going into the questions of how the accident occurred,
when it happened and why it happened, we should immediately
arrange to provided first aid to the patient. The above investigations
can be done later on. First Aid should be our first concern in case of an
accident.
(iii) If the patient is unconscious and blood is coming out, immediately
steps should be taken to stop it.
(iv) Before stopping the blood, the direction of blood in the nerves should
be ascertained.
(v)
Until a doctor declares an accident victim as dead, first aid relief
should be continued.
(vi) It should be ensured that crowd does not gather around a patient.
(vii) An accident patient can be given hot milk or tea but not water or
intoxicating things.
(viii) If an accident victim has got burn injuries, he should not be allowed to
remain in open air but a blanket should be scrapped round his body.
(ix) We should arrange to call a doctor immediately or try to carry the
accident victim to a doctor if the situation demands.
NOTE: Every Railway employee in C&W department is a break down member, if accident taken
place all on duty and off duty employee should rush to accident spot. so knowledge of first aid is
most. A book from ST John’s Ambulance will be very useful to know about Fist Aid.
AXLE BOX GUIDE WITH DASH POT ARRANGEMENT
Axle box guides are of cylindrical type welded to the bottom flanges of the bogie
side frame with close dimensional accuracy. These guides together with lower spring
seats located over the axle box wings house the axle box springs and also serve as shock
absorbers. These guides are fitted with guide caps having nine holes of diameter 5 mm
equidistant through which oil in the lower spring seat passes under pressure during
dynamic oscillation of coach and provide necessary damping to primary suspension to
enhance better riding quality of coach. This type of rigid axle box guide arrangement
eliminates any longitudinal or transverse relative movement between the axles and the
bogie frame.
AIR VENT SCREWS
On the bogie side frames, directly above the dash-pots, tapped holes are provided for
replenishing oil in the dash pots. Special screws with copper asbestos washers are screwed on
the tapped hole to make it air tight.
BOGIE BOLSTER SUSPENSION
The bolster rests on the bolster coil springs - two at each end, located on the lower spring
beam which is suspended from the bogie side frame by means of bolster-spring-suspension
(BSS) hangers on either side. The two anchor links diagonally positioned are provided with
silent block bushes. The links prevent any relative movement between the bogie frame and coach
body.
CENTRE PIVOT ARRANGEMENT
FIXING ARRGT. OF PBOTTOM
COVERPWITH BOLSTER
SECTION A-A
TO BE TACK WELDEDPAFTER
ASSEMBLY
CENTRE PIVOT
PIN
SEALING CAP
A
BOGIE BOLSTER
SILENTBLOCK
SLEEVE
HEX. HEAD SCREWP& SPRING
WASHER
BOTTOM COVER
PCOMPLETE
COTTER
SPLITPIN
A
The centre pivot pin joins theCENT
body
the bogie and transmits the tractive and braking
RE PIVOTwith
ARRANGEMENT
forces on the bogies. It does not transmit any vertical load. It is equipped with rubber silent block
bushes which tend to centralize the bogies with respect to the body and, to some extent, control
and damp the angular oscillations of the bogies
FIGURE 3.3
SIDE BEARERS
45
%
%
c
9.5
°
10
0
3
R1
WEARING PIECE FOR SIDE BEARER
5
5
13 %
REF. DRG. NO. T-O-5-649
%
c
6
SURFACE SHOULD BE SMOOTH
FELT
OIL LEVEL
CHECK FOR POROUS WELDING
WEARING PIECE
Note:-P1. Bronze Wearing Piece should be renewed when the wear on the mating surface reaches
3mm that is, height is less than 42 mm or damages occur to the oil grooves.P2. The hard ground
plate should be renewed when the wear exceeds 1.5mm that is, thickness is less than 8.5 mm or
ridges are observed on the plate.
The side bearer arrangement consists of a machined steel wearing plate immersed in an
oil bath and a floating bronze-wearing piece with a spherical top surface kept in it, on both sides
IDE BEARER
of the bogie bolster. The coach body Srests
on ARRANGEMENT
the top spherical surface of these bronze-wearing
FIGURE 3.4
pieces through the corresponding attachments on the bottom of the body-bolster. The whole
arrangement is provided with a cover to prevent entry of dust in the oil sump.
Wear limit for wearing plate
New
Shop
Condemning
size
renewal size
size
10 mm
9 mm
8.5 mm
New
Shop
Condemning
size
renewal size
size
45 mm
43.5 mm
42 mm
Wear limit for wearing piece
ANCHOR LINK
The floating bogie bolster which supports the coach body is held in position
longitudinally by the anchor links which are pinned to the bolster sides and the bogie Transoms.
One anchor link is provided on each side of the bolster diagonally across. The links can swivel
universally to permit the bolster to rise and fall and sway side wards. They are designed to take
the tractate and braking forces. The anchor links are fitted with silent block bushes
SILENT BLOCK
This is a synthetic rubber bush fitted in anchor link and center pivot of ICF bogies to
transmit force without shock and reduce noise.
SPRINGS
In 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.
Drawing code of springs for ICF BG coaches
Axle box
Bolster
Type of bogies
Drg. Code No.
All Non AC ICF type
A01
All AC ICF type
A03
Power car
A04
Double Decker
A06
High capacity Power Car
A09
High capacity parcel van
A10
All Non AC ICF type
B01
All AC ICF type
B03
Power car
B04
Double Decker
B06
High capacity Power car
Bolster
High capacity Parcel van
B11
B13
B15
B16
Load deflection testing and grouping of Axle box spring
Code
Wire
Free
Test
Acceptable
dia
height
Load
height under
Groups as per loaded spring height
test load
A
B
C
Yellow
Oxford
Green
Blue
A01
33.5
360
2000
279-295
279-284
285-289
290-295
A03
33.5
375
2800
264-282
264-269
270-275
276-282
A04
35
372
3000
265-282
265-270
271-276
277-282
A06
36
337
2400
269-284
269-273
274-279
280-284
A09
37
360
3000
277-293
277-282
283-288
289-293
A10
39
315
1800
276-289
276-279
280-284
285-289
Load deflection testing and grouping of Bolster spring
Code
Wire
Free
Test
Acceptable
dia
height
Load
height under
Groups as per loaded spring height
test load
A
B
C
Yellow
Oxford Blue
Green
B01
42
385
3300
301-317
301-305
306-311
312-317
B03
42
400
4800
291-308
291-296
297-303
304-308
B04
47
400
6100
286-304
286-291
292-297
298-304
B06
36
416
4200
280-299
280-286
287-292
293-299
B11
47
B13
34
386
6700
306-322
306-311
312-317
318-322
B15
40
393
B16
32.5
286
6000
256-272
256-261
262-267
268-272
EQUALISING STAYS
This device has been provided on bogies between the lower spring plank and the bolster
to prevent lateral thrust on the bolster springs which have not been designed to take the lateral
forces. These links have pin connections at both ends and, therefore, can swivel freely.
ITEM NO.
DESCRIPTION AND DIMENSION
QUANTITY
1
2
3
4
5
6
7
TUBE BORE Ø50X640
TUBE BORE Ø50X462
BOSS BORE Ø60/40X32
BODY BORE Ø60X134
BUSH 42X32X32
RIB 200X225X5
RIB 120X30X5
1
1
2
1
8
2
2
BOLSTER SPRING SUSPENSION HANGERS (BSS HANGERS)
COMPONENTS
SIZE-NEW
CONDEMNING
9.5
WEAR IN mm
8
1.5
SHOP ISSUE SIZE
8.50
HANGER BLOCKPTOP &
BOTTOM
PIN
37
35.5
38.4
36.5
1.5
36.00
HANGER
37.00
9.5
R1
26
1.5
0.25P-
HANGER AND HANGER BLOCKS
45 0.5
FIGURE
3.14
In the secondary suspension, the bolster is supported on helical coil springs which are
placed on the lower spring plank. The lower spring plank is suspended from the bogie side
frame through BSS hangers on hanger blocks.
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.
Attention to Bogie Frame
Suggested BSS bracket and
Axle guide alignment gauges
Longitudinal gauge for BSS
brackets
Transverse gauge for BSS
brackets
Diagonal gauge for BSS
brackets
Longitudinal gauge for axle
guide
Transverse gauge for axle
guide
Diagonal gauge for axle guide
Distance between BSS
bracket and adjacent axle
guide
Longitudinal gauge for
suspension strap
13t bogies
16.25t bogies
14001.0 mm (7000.5
mm from longitudinal
center-line)
2159 1.0 mm
15001.0 mm (7500.5
mm from longitudinal
center-line)
2159  1.0 mm
2573 1.0 mm
2629  1.0 mm
5701.0 mm (equidistant
from center-line of axle)
21591.0 mm
570  1.0 mm (equidistant
from center-line of axle)
21591.0 mm
36121.0 mm
4631.0 mm
36121.0 mm
4131.0 mm
8701.0 mm (equidistant
from center-line of axle)
8701.0mm (equidistant
from center-line of the
axle)
BOLSTER SPRING SUSPENSION HANGERS (BSS HANGERS)
COMPONENTS
SIZE-NEW
CONDEMNING
9.5
WEAR IN mm
8
1.5
SHOP ISSUE SIZE
8.50
HANGER BLOCKPTOP &
BOTTOM
PIN
37
35.5
38.4
36.5
1.5
36.00
HANGER
37.00
9.5
R1
26
1.5
0.25P-
HANGER AND HANGER BLOCKS
45 0.5
FIGURE
3.14
In the secondary suspension, the bolster is supported on helical coil springs which are
placed on the lower spring plank. The lower spring plank is suspended from the bogie side
frame through BSS hangers on hanger blocks.
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.
Attention to Bogie Frame
Suggested BSS bracket and
Axle guide alignment gauges
Longitudinal gauge for BSS
brackets
Transverse gauge for BSS
brackets
Diagonal gauge for BSS
brackets
Longitudinal gauge for axle
guide
Transverse gauge for axle
guide
Diagonal gauge for axle guide
Distance between BSS
bracket and adjacent axle
guide
Longitudinal gauge for
13t bogies
16.25t bogies
14001.0 mm (7000.5
mm from longitudinal
center-line)
2159 1.0 mm
15001.0 mm (7500.5
mm from longitudinal
center-line)
2159  1.0 mm
2573 1.0 mm
2629  1.0 mm
5701.0 mm (equidistant
from center-line of axle)
21591.0 mm
570  1.0 mm (equidistant
from center-line of axle)
21591.0 mm
36121.0 mm
4631.0 mm
36121.0 mm
4131.0 mm
8701.0 mm (equidistant
8701.0mm (equidistant
a
DIMENSIONAL
CHECK REPORT
AC
suspensionFOR
strap
b
from center-line of axle)
from center-line of the
axle)
& POWER CAR BOGIE FRAME
C
35
D
z
413
+
- 1
K
1752
+
- 0.5
+
- 1
1752
+
- 1
c
g 8
G
H
1500
g 7
2896
+
- 0.5
570
I
750
876
C.L. OF AXLE
L
O
R
C.L.OF AXLE
+
- 0.5
876
+ 1
-
J
M
P
35
g4
+
- 0.5
2159
+ 1
-
+
- 1
Q
29
26
S
g 3
N
12
36
g 2
T
g 1
876
F
E
d
g 6
+
- 0.5
+
- 1
g 5
z
+
- 1
+
- 1
570
+
- 1
B
A
WORK INSTRUCTIONS FOR DE-WHEELING
1.
BOGIE SIDE FRAME & HEAD STOCK CENTRES ON EITHER SIDE OF THE BOGIE
FRAME AS SHOWN
THUS WILL BE PERMANENTLY PUNCH MARKED IN
1.
Remove the
axle box
safetyTHIS
bracket
bolts Xusing
appropriate
spanners.
CONSPICUOUS
MANNER.TO
ENSURE
2mmTHICK
25mmWIDE
STRIP SHOULD
BE WELDED AT THE LONGITUDINAL AND TRANSVERSE CENTRES OF THE BOGIE
2.
Provide packing
underBEthe
axle box
and wheels.
FRAME.PUNCH
MARK SHOULD
PUNCHED
ON wings
THIS STRIP
ACCORDINGLY.
2.
g
g
REPRESENT
OF
1 Remove
8
3.TO
the air LOCATIONS
vent screws.
BOGIE GUIDES.
3.
E,F,G & H REPRESENT LOCATIONS OF SUSPENSION BRACKETS FOR BOLSTER
4. Remove the ‘V’ belt from the brake beam.
SUSPENSION ARRGT.
5. Lift the bogie frame by using EOT crane.
4.
BOLSTER SUSPENSION BRACKET PIN HOLES E,F,G,H SHALL BE LOCATED AT
750
+
0.5mm
FROM THE TRANSVERSE CENTRE LINE PUNCH MARKS ON BOGIE
-
6.FRAME
Place& the
bogie
frame
the trustle.
SIDE
CHECK
IT AS
PER on
FIG.-3.15b.
5.
WELDING JOINT SHALL NOT COME UNDER THE BOGIE GUIDE.
6.
NO INACCURACY IN LOCATION OF HANGER BRACKET AND THE ALIGNMENT
7. Separate the protective tube, axle box springs and lower spring seat from the axle box wings.
8. Remove the ‘V’ belt from the wheels.
OF HOLES IN THE BRACKETS WILL BE PERMITTED.
9. Lift the wheels by lifting hook in the crane and place the wheels on the wheel shop intake
track.
FIGURE-3.15a
ICF DRG. WTAC - 0-3-301
3
SHEET 1 OF 2
AXLE GUIDE & DASH POT
1) Axle Guide Bush Outer Diameter 140 mm –300 Microns
2) Axle Guide Bush Inner Diameter 115 mm
3) Axle Guide Bush height 76 mm
4) Axle Guide height 245 mm
5) Axle Guide Diameter = 120 / 115
6) Dash Pot Height = 230 mm
7) Dash Pot Inner Dia = 140 mm + 600 Microns
8) Dash Pot Dip Reading 40 mm
9) Dash Pot Dip Reading 110 mm (Before Assembling)
10) Dash Pot Oil Quantity 1.6 ltrs.
11) Dash Pot Bottom Rubber washer: Thickness 31 mm, Outer dia 254 mm,
Inner dia 114 mm.
12) Dash Pot Seating Projection 105mm.
13) Dash Pot Upper Rubber washer: Thickness 31mm, Outer dia 260 mm, Inner
Dia 168 mm.
14) The distance between wheel hub and axel pulley is 139 mm
INDO GERMAN MODIFICATION
1. Brake Gear pins and bushes: The brake gear pins are machined with N5
ground finish and chrome plated (chromium) to a thickness of 25 microns
to increase the life of bushes. The brake gear bushes are made of N66
material to minimize creaking of bushes.
2. Safety Wire Rope: Safety wire ropes are used in place of safety straps to
Prevent dropping of stress beams whenever the brake gear pins are
Working out.
3. Brake Head and brake shoe key: Brake head is modified with increased
area of contact the brake shoe key is also suitably modified to have snug
fitting between block and break head.
Brake Hanger:
The lengths of the hangers are increased from 205 mm to 235 mm to prevent mounting of
Brake blocks over the wheel, whenever the diameter of Wheels is reduced.
1. Pin No 3. : It is modified with a 5 mm color to prevent working out of
bushes from the hangers of “Z” shape.( “Z” Lever ).
4.
Equalising stays: All the newly built coaches are provided with 16 t
equalising stays.
5.
Head stock. The pitch distance between the two side buffer bolts in
vertical is increased from 120 mm to 170 mm to minimize cracking of head
stock.
6.
Buffer pads: The buffer pads are modified with increased area of contact
to prevent damages to the head stock. The capacity of the buffer pads is
1000 kg
7.
SAB Articulation arrangements: SAB’s are provided with articulation
arrangements at the control rod end to prevent brakeage and malfunctioning of
SAB en-route.
8.
Axle box crown bolt: A rubber pad is provided to crown bolt to maintain
crown clearance and to prevent damage to the axle box and working out of
bolts.
9.
Axle guide: To prevent frequent working out of the axle guide cap and
damage to the axle guide the bottom of the guide is welded with 5 mm
thick plate having holes. To secure the guide bush in position a circlip is
used in place of guide cap.
10.
Air brake beam: modified tubular section brake beams should be
used for air brake coaches. A testing procedure to be conducted with a load
of 12 t. the deflection should not be more than 3 mm and the permanent
setting should not be more than 0.5 mm.
CODAL LIFE OF COACHES
Steel bodied coaches (including dining/pantry cars)
25 years
IRS coaches
30 years
Light utilization categories of coaches
40 years
LIFTING THE COACH BODY
LIFTING PADS ON BODY
AIR VENTSCREWS IN BOGIE SIDE FRAME
LIFTING PADS
SKETCH-68078
POSITION OF LIFTING PADS I.C.F. B.G.
WORK INSTRUCTION FOR
LIFTING OF COACH
FIGURE 1.2
1.
Disconnect alternator wire.
2.
Remove centre pivot cover, cotter and SAB connecting pin.
3.
Locate the lifting tackles at the lifting pads of the coach body duly holding the lifting
tackles by EOT Crane.
4.
Ensure that the trustles for placing coach body are properly placed and located on the
floor.
5.
Lift the coach body from the bogies.
6.
Release the bogies.
7.
Place the coach body on the trustles
8.
Ensure proper seating & stability of the coach body on the trustles
9.
Release & remove the lifting tackles from the coach body
10.
Remove bronze wearing pieces from bogies side bearer well.
11.
Despatch the bogies to BRS.
12.
Hand over the Bronze wearing piece to the CL Stores/ CL shop.
13.
Check the dimensions of Bronze wearing pieces and renew if reached condemned size.
Safety Precautions:
a.
All the employees involved in the above activity should use the personnel protective
equipments like safety shoes, helmets & hand gloves
b.
Always use only tested web slings, chains & lifting tackles while handling the material.
c.
Always keep work place clean and dry
Buffer height
i)
Buffer height of a coach under its tare condition should be as under:Maximum height from
Minimum height from
rail level
rail level
Production units
1105 mm
1095 mm
Workshops
1105 mm
1090 mm
PART- I
C
BOGIE FRAME
F
B
M
L.S. BEAM
E
D
A
G
BOGIE BOLSTER
RAIL LEVEL
Screw Coupling Maintenance
PART- II
Draw Gear: The components used for hauling the stock are called draw gear.
H
BODY BOLSTER
SIDE BEARER
K
BOGIE FRAME
J
L
N
I
BOGIE BOLSTER
Component
Wear location
Wear
Suggested no
limit
go gauge
Straight link
61 mm dia hole
2 mm
63 mm flat
Straight link
47 mm dia hole
2 mm
49 mm flat
Bent link
42 mm dia stem
3mm
39 mm snap
Component
Wear location
Wear limit
Suggested no go
gauge
Bent link
47 mm dia hole
2 mm
49 mm flat
Bent link
78 mm ‘U’ gap
3 mm on each arm
77 mm to go 85
mm no go gauge
Pin on draw hook
60 mm dia
2mm
58 mm flat
Screw
55 x 6.35 mm
1 mm
K thread profile
k/thread
Trunnion LH/RH
Thread
Knuckle
55.635x6.35
gauge
1 mm
K thread profile
gauge
K/thread
-do-
76 mm thickness
4 mm
72 mm snap
-do-
46 mm dia pin
2 mm
44 mm snap
Buffer casing
There are two types of side buffer they are
1. Long case: Projection from headstock 635 Max. 600 Min.
2. Short case: Projection from headstock 456 Max. 406 Min.
Buffer Stoke – 127+0 - 5 mm, difference in buffer height permitted on same vehicle – 64 mm.
Wear location
Wear limit
Suggested
gauge
Buffer casing body wall
5.5 mm in wall
Inside
thickness 11.5 mm
thickness
micrometer
Fixing hole in the base 26
2 mm on dia
28mm flat
mm dia
Buffer plunger
Wear location
Wear
Suggested gauge
limit
Buffer plunger tube wall
4mm
Micrometer
11mm
1905 mm curvature
thickness 9 mm
Plunger face/face plate
19 mm
gauge with depth
measurement.
Rubber buffer pads
Wear location
Wear
Suggested no go gauge
permitte
dia
Buffer spindle
5 mm
35 mm snap
0.5 mm
thread profile gauge
body 40 mm dia
Threads M 39
VERTICAL LOAD TRANSMISSION IN ICF COACH
TROUGH FLOOR
UNDER FRAME MEMBERS
BODY TRANSOM
SIDE BEARER PILLOR
BRONZE WEARING PIECE
WEARING PLATE
BOGIE BOLSTER
BOLSTER COIL SPRINGS
BOTTOM SPRING PLANK
PINS, STONES, STIRRUP LINKS
BOGIE FRAME
AXLE GUIDE SPRING
AXLE BOX WING
AXLE BOX
ROLLER BEARING
JOURNAL
WHEEL
RAIL
THICKNESS OF COMPOSITE RING
I) Primary suspension not to exceed 20mm for non AC coaches.
2) Primary suspension not to exceed 30mm for AC coaches.
3) Secondary suspension not exceeds 30mm for non AC coaches.
4) Secondary suspension not exceed 30mm for AC coaches
ICF COACH ‘A’ & ‘B’ DIMENSIONS
1) ‘A’ Dimension-AC Coach 25 + 3mm.
2) ‘A’ Dimension-Non-AC Coach 45 + 3mm.
3) ‘B’ Dimension-AC &Non AC Coach 40±5 mm.
4) Table height for ICF coach 70mm.
5) Table height for BEML coach 140 mm.
A. Clearance between axle box wing and safety straps =40mm.
B. Top bolster and safety strap clearance = 40±5mm.
BRONZ WEARING PIECE
1) Standard 45 mm, Condemning 42 mm
2) Diameters -135mm.
Thickness of Wearing plate: Standard 10 mm, Condemning 8.5 mm
Side Bearer Pillar Height=272 mm, Dia 126 mm.
BUFFER & DRAW GEAR DIMENSIONS:
1. Buffer Height Std. Max. 1105 mm, Min. 1090 mm
2. Buffer Length Std. Max. 635 mm, Min. 600 mm, Short case buffer std. 456 Con 406.
3. Buffer Stroke 127+0 / -5 mm, difference in buffer height permitted on same vehicle is 64
mm.
4. Draw Gear, Shank Max.39mm, and Min.36 mm.
5. Draft Key Width Max. 164 mm, Min. 159 mm,and thickness 38mm & 40 mm.
6. Draw Gear Pin size 31 mm.
7. Bent Link thickness 42 mm, gap 70 mm.
8. Buffer Packing Rubber Pad 28 mm, Outer dia 178 mm.
9. Draw Hook gap 54 mm
10. Straight link 17-15 mm thickness, Width 50 mm.
11. Buffer face 460 mm diameter, Plate thickness 19 mm.
12. Buffer plunger screw bolt thickness 9mm.
13. Buffer casing body valve thickness 11.5 mm, wear permitted 5.5 mm
14. Buffer spindle body 40 mm, wear permitted 5 mm
15. Buffer assembly consisting of 16 pads having free height of 484 ± 2mm, if not add
parting pads.
PINS, ANCHOR LINKS, BRAKE BEAM & EQUALIZING STAY
1. Pin No. 1 Ø31 mm.
2. Pin No. 2 Ø 40 mm.
3. Pin No. 3 Ø 32 mm
4. Anchor link length 451 mm, Anchor link housing hole dia 90.5 mm, Anchor
5. Link silent block Outer dia 90.5 mm, Anchor link silent block pin 25 mm
6. Thick. Pin length 171 mm
7. BSS pin Ø 37 mm, Length 262 mm
8. BSS stone thickness 9.5 mm; condemning 8.0 mm (Wear permitted 1.5 mm)
9. Stirrup length inner 384mm, condemning 387 mm, (Wear permitted 3 mm)
10. Equalizing Stay length 722 mm, width 526 mm.
11. Equalizing Stay long pin length 611 mm, dia 31 mm, Short pin length 220 mm
12. BSS hanger thickness. Vertical 25.5 mm, Horizontal 42 mm
13. Vertical Shock Observers length Max. 360+ -3. Under Gross Load 250+ -3
14. Combined wear in Pins& bushes 1.5 mm.
15. Connecting link length AC coach 412 mm, Non AC 445 mm, thickness 30 mm in BMBS
Coach.
16. Conventional coach connecting link length 445mm, thickness 30 mm, width 50 mm.
17. Actuating Rod length 2570 cm
18. Brake Beam length 183.3 cm, width 42 cm.
19. Centre pivot silent block outside dia. 140mm, hole dia 90mm.
Standard Sizes Of coach leveling (Bogie POH)
ICF-RCF-BBEML Coaches
Buffer Height
1090-1105mm
Clearance (C)
70+/-3mm BEML 140+/-30mm
Clearance (B)
40+/-5mm
Trolley Height
686+/-5mm
Buffer Stroke
120-125mm
COACH NUMBERING SYSTEM IN INDIAN RAILWAYS
The first two number of coach indicates the year of built and rest three numbers indicates
the type of coach.
NUMBER
SL.NO.
TYPE OF COACH
(Last 3 Numbers)
1.
FIRST CLASS A.C
001 to 025
2.
A.C FIRST CLASS CUM A.C. TWO TIER
026 to 050
3.
A.C. TWOTIER
051 to 100
4.
A.C. THREE TIER
100 to 150
5.
A.C. CHAIR CAR
150 to 200
6.
SLEEPER
200 to400
7.
SECOND CLASS
401 to 600
8.
CHAIR CAR
601 to 700
9.
LUGGAGE CUM GUARD CAR
701 to 800
10.
PANTRY CAR
801 to 850
11.
GENERATOR CAR
851 to 875
12.
POSTAL CAR AND OTHERS
876 to 999
TRANSPORTATION CODES USED IN INDIAN RAILWAYS
 Prefixes
 W : Vestibuled
 Y : Suburban
 G : Self-generating
 E : 4-wheeled stock
 L : LHB coaches
 Class of accommodation
 F : First Class
 S : Second Class
 M : Military
 Type of coach

AC : Air conditioned

CN : 3-Tier sleeper coach

CW: 2-Tier sleeper coach

CZ : Chair car

CD : Dinning car

CB : Pantry car

CT : Tourist car

D : Double Decker

C : Coupe

Y : With Ladies compartment
 Parcel Vans, etc.

L : Luggage van

R : Brake van / Guard van

RA : Inspection carriage(Administrative)

RB : Inspection carriage(Divisional officers)

RC : Inspection carriage

EN : Power supplied by End-on-generator

VP : Parcel Van

VPH : High capacity parcel van

VPU : Motor car carrier composite

VR : Refrigerated parcel

VV : Milk van

VE : Fish van
 Postal facilities

PP : Postal car

PPS : Full postal van
 Miscellaneous

A : Articulated coach

D : Vendors compartment

J : Ice compartment

JJ : Refrigerator compartment

Q : Attendants compartment

RQ : Staff van

RR : Train crew rest van

RZ : Track recording car

RU : OHE inspection car

ZZ : Self-powered : EMU, DMU, OR Steam or Motor Rail car
WHEEL AND AXLE
INTRODUCTION:-The movement of rolling stock on the track is possible only with the
help of wheels. The complete wheel set is shown in the figure, with the assembly components.
These assembly components are described in detail in the following pages.
COMPONENTS OF A WHEEL SET:A wheel set is an assembly mainly of two components:
 Wheel discs(solid) on both sides of the axle
 An axle to hold these wheel discs in position
i) Wheel disc
The solid wheel disc is manufactured as per IRS Specification No. R - 19/
93 Pt. II and drawing No. W/WL/1660.
Axles
An axle is a component of a wheel set to hold the wheel discs in position. The axle box is
also mounted on the journal of the axle See figure for Axle.
TYPES OF DISC:1. FORGED DISC.
Material composition:-
C = 0.52, + 0.03, -0.02,
Mn. 0.60 to 0.80 Si. 0.13 to 0.40
P & S = 0.03 Max.
Cr. & Ni. 0.25 Max.
Mo. 0.06 Max.
Cu. 0.28 Max.,
V 0.05 Max
BHN 230 to 265.
2. CAST DISC.
Material composition:C = 0.47 to 0.57, + 0.03, -0.02, CLASS ‘A’
C = 0.57 to 0.67, + 0.03, -0.02, CLASS ‘B’
Mn. 0.60 to 0.80 Si. 0.13 to 0.40
P & S = 0.03 Max.
Cr. & Ni. 0.25 Max.
Mo. 0.06 Max.
Cu. 0.28 Max.
V 0.05 Max
BHN 255 to 320 CLASS A; BHN 271 to 341 CLASS B.
3. AXLE
Material composition:C = 0.37, + 0.03,
Mn. 1.12
Si. 0.15 to 0.46
P & S = 0.04 Max.
Cr. & Ni. 0.30 Max.
Mo. 0.05 Max.
Cu. 0.30 Max.,
V 0.05 Max
AXLE BOX ASSEMBLY
In passenger coaches of Indian Railway system, only single bearing type axle box
arrangement is used. The inner ring of the bearing is provided with either a cylindrical bore
(Direct Mounted type) or with a taper bore and withdrawal sleeve (Sleeve Mounted type). All
new passenger coaches built by Indian Railways, use only direct mounted type spherical roller
bearings. Therefore, practices related to the sleeve mounted bearings, have not been covered in
this manual.
IMPORTANT NOTE ABOUT AXLE BOX: WEIGHT OF AXLE BOX/HOUSING APPROXIMATLY -
60 KGS
 MATEREAL OF AXLE BOX/HOUSING
-
CAST STEEL
 LOAD CAPACITY
-
16.25 T
 MANUFACTURING PROCESS
-
CASTING
 AXLE BOX HOUSING INNER BORE
-
min-279.984mm
max-280.036mm
 HOLE CENTER
-
324mm
 AT THE ENTRANCE BORE
-
310±1
 AXLE PULLEY ASSEMBLY COMPONETS:-

AXLE PULLEYS-1/2 SECTIONS
BOWELL PINS
2 NOs ( IS: 210-78 )
2 NOs
( IS: 2393-80 )
RUBBER PACKING 4×160×240 mm
4 NOs
STUDS Ø20×175 mm
4 NOs
PLANE WASHER ( PUNCHED ) Ø22 mm
8 NOs ( IS: 1977-75 )
NUTS M20
8 NOs ( IS: 1364 )
LUCK NUTS
8 NOs ( IS: 1364 )
SPLIT PIN Ø4×40 mm
8 NOs ( IS: 549-74 )

 AXLE PULLEY ASSEMBLY
MATERIAL OF AXLE PULLEY
CI
PULLEY GROOVE ANGLE
38 ̊ ± 0.5
AC COACHES-6
NO OF GROOVES ARE
NON AC COACHES-4
DIA
600 ±1mm
PCD OF GROOVES
572.6 ± 0.4 mm
STUDS AND NUTS FIRST HOLE PCD
420 mm
STUDS AND NUTS SECOND HOLE PCD
420 mm
MURGING PORSTION OF PULLEY
40/2 = 20 mm
THICKNESS
DOWELL PIN PCD
365 mm
SPOKS THICKNES
15 mm
HUB
150 mm
DIA OF STUDS
22 mm
HOLE DIA OF DOWELL PIN
16 mm
AIR BRAKE
INTRODUCTION
In Air Brake system compressed air is used for operating the brake system. The
locomotive compressor charges the feed pipe and the brake pipes throughout the length of the
train. The feed pipe is connected to the auxiliary reservoir and the brake pipe is connected to the
brake cylinder through the distributor valve. Brake application takes place by dropping the
pressure in the brake pipe.
Air Brake
The brake system in which compressed air is used in the brake cylinder
for the application of brake is called air brake.
The necessity to introduce the Air Brake in rolling stock
The existing vacuum brake has got its own limitations like brake fading, increased
application and release timings etc., in practice it is not reliable to run trains in higher altitudes
due to insufficient vacuum levels in brake van and train engine...
The advantages of Air brake over Vacuum brake system
The advantages of Air brake over Vacuum brake are:
1) Uniform brake power is possible throughout the train in air brake, but it is not
possible in case of vacuum brake, since the pressure drop at the rear of the train is
up to 20%.
2) The propagation rate of compressed air is 260 m/sec to 280 m/sec. when
compared to 60 to 80 m/sec. in the case of vacuum brake.
3) The Air brakes have potentiality to run trains longer than 600 meters length.
4) The air brake trains have potentiality to run heavier trains than 4500 tons.
5) Shorter braking distance
6) Suitable for higher altitudes.
7) Compact and Easy to maintain.
8) Consumption of spare parts is very less
9) Simple brake rigging.
b) Twin pipe air brake system
c)
The schematic layout shown in figure illustrates the under frame mounted twin
pipe graduated release air brake system on main line coaches. The components and their
relative location is indicated in the schematic layout.
d)
e) Working principles of Air Brake System:
f)
g)
It works under the principle of compressed air pressure.
h)
Under normal conditions the Brake pipe is charged with 5 kg/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 5 kg/cm2, the brake cylinder is connected to exhaust through
distributor valve in order to keep the brakes 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.
Charging the brake system
 Brake pipe throughout the length of train is charged with compressed air at 5 Kg/cm2.
 Feed pipe throughout the length of train is charged with compressed air at 6 Kg/cm2.
 Control reservoir is charged to 5 Kg/cm2.
 Auxiliary reservoir is charged to 6 Kg/cm2.
Direct release system:
In direct release system the brake cylinder pressure cannot be
reduced in steps by
increasing the brake pipe pressure in steps during release. The brakes are released immediately,
as soon as releasing of brake is initiated.
Graduated release system:
In this system the brake cylinder pressure can be reduced gradually in steps in proportion
to the increase in brake pipe pressure.
AIR BRAKE HOSES
Brake Pipe & Feed Pipe Hoses
To maintain continuity throughout the length of train, the brake pipe (BP) and feed pipe
(FP) are fitted with flexible hoses. Each hose is provided with palm end coupling. For easy
identification, coupling heads are painted with green colour for B.P and white colour for F.P.
Also raised letters 'BP' and 'FP' are embossed on coupling heads representing Brake Pipe and
Feed Pipe respectively. Hose couplings must be checked for leakage of air as per the test
procedure given below:
Cut off angle cocks are provided both on brake pipe & feed pipe
Cut off angle cocks are provided on either ends of the brake pipe and feed pipe. These
cocks are used at the time of uncoupling of wagons/coaches. This has a vent feature. Once the
cock is closed it allows the air trapped in the air hose to atmosphere. When MU washer or hose
assembly itself has to be changed, the cut off angle cocks are closed which in turn isolates the
brake/feed pipe from further charging and allows the entrapped air in the hose to flow out, to
carry out the repairs easily. It also serves as dummy for the rear of the wagon/coach and the front
of engine. When the handle is parallel to the pipe the cock, it is in open position and when at
right angles to the pipe, it is in closed position.
Brake cylinder
The brake cylinder receives compressed air from auxiliary reservoir after being regulated
by the distributor valve and develops mechanical brake power by outward movement of
its piston assembly. The compression spring provided in the brake cylinder brings back
the rigging to its original position when brake is released
The function of control reservoir
Control reservoir is mounted on the common pipe bracket. It always maintains a pressure
of 5 Kg/Cm2. It works as a reference pressure to operate the different sub-assemblies/valves
provided in the distributor valve to facilitate application
Auxiliary reservoir
In air brake system, the brake cylinder should get compressed air during brake
application. But in case of accident such as train parting, it is not possible for the brake cylinder
to get compressed air from the atmosphere. So it has become necessary to ensure sufficient
quantity of compressed air with required pressure is always available in every rolling stock
before the trains are dispatched.. That is why all the rolling stocks are provided with Auxiliary
reservoirs to store the compressed air.
Capacity of Auxiliary
Coaching Stock
- 200 Ltrs
Goods Stock
- 100 Ltrs
Goods Stock BVZC
- 75 Ltrs
.
function of a dirt collector
The
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 distributor valve and auxiliary reservoir. This is achieved by centrifugal
action.
The function of check valve with choke
This is a one way valve/ non-return valve which allows the compressed air from feed
pipe to auxiliary reservoir and it prevents the back flow of air from auxiliary reservoir to the feed
pipe to avoid fall in auxiliary reservoir pressure in the event of failure of air supply from feed
pipe. The choke provided in the check valve controls flow of air so that auxiliary reservoirs on
the entire train can be filled uniformly. This is provided between the feed pipe and auxiliary
reservoir.
CHECK VALVE
Check valve with choke (NON RETURN VALVE) is fitted in the branch line of feed pipe
before auxiliary reservoir. Check valve allows flow of air in one direction as indicated by the
arrow on the body and reverse flow of air is prevented thus avoiding fall in auxiliary reservoir
pressure. A choke of 3 mm is fitted at the outlet port of the valve to have a uniform filling of air
in the auxiliary reservoir of all the coaches in a rake. The check valve with choke is completely
dismantled and overhauled once in every POH or when there is some specific trouble.
Distributor valve
Distributor valve is the most important functional component of the air brake system and
is also sometimes referred to as the heart of the air brake system. The distributor valve senses
drop and rise in brake pipe pressure for brake application and release respectively. It is connected
to the brake pipe through branch pipe. Various other components connected to the distributor
valve are auxiliary reservoir, brake cylinders and control reservoir.
Types of distributor valve
i) C3W Type distributor valve
ii) KE type distributor valve.
The working principle of distributor valve
For application and release of brakes the brake pipe pressure has to be reduced and
increased respectively with the help of driver's brake valve. During these operations the
distributor valve mainly performs the following functions.
(i)
Charges the air brake system to regime pressure during normal running condition.
(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 the
train by arranging additional air pressure reduction locally inside the distributor
valve.
(v)
Limits maximum brake cylinder pressure for full service application/ emergency
application.
(vi) Controls the time for brake application and brake release depending on service
conditions
(vii) Facilitates complete discharge of air from the air brake system manually with the
help of operating lever.
(viii) Protects overcharging of control reservoir when the brake pipe pressure is quickly
increased for releasing the brakes.
The process of Charging
During charging,
a) Brake pipe is charged with 5 Kg/Cm2 by the drivers brake valve from the
Loco.
b) Feed pipe is charged with 6 Kg/Cm2.
c) AR is charged with 6 Kg/Cm2.( Up to 5 Kg/ Cm2 it is charged by both
brake
pipe and feed pipe. Beyond 5 Kg/Cm2 & up to 6 Kg/Cm2 it is exclusively
charged by feed pipe.)
d) The CR is charged through the distributor valve to
5 Kg/sq cm from
BP
During charging Brake cylinder is connected to exhaust through distributor valve, to keep the
brakes in released condition.
The process of Application
During brake application, the brake pipe is reduced in steps as given below.
Stages
BP pressure is reduced by
Minimum Reduction
0.5 to 0.8 Kg/Cm2.
Service application
0.8 to 1 Kg/Cm2.
Full service application
1 to 1.5 Kg/Cm2.
Emergency application
Above 1.5 Kg/Cm2.
When the brake pipe pressure is reduced in steps as shown above, the air from AR is sent into
BC to a maximum pressure of 3.8 Kg/ cm2, during full service application as well as emergency
application.
Application time
The application time is the time taken by the Distributor valve to admit a pressure of 3.6
Kg/Cm2
in to break cylinder from the Auxiliary reservoir during Full service application or
Emergency application.
Application time for the Coaching Stock
The application time for the coaching stock is 3 to 5 Seconds.
The process of Releasing/Recharging.
During release, the BP pressure is increased in steps. When the BP pressure is increased
in steps, the brake cylinder is disconnected from AR and in turn connected to exhaust. The air
from Brake cylinder is released / vented progressively depending upon the increase in the brake
pipe pressure. When the brake pipe pressure is brought to 5 Kg/Cm2 the air from brake cylinder
is completely exhausted and the brakes are released fully.
The 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 provided at the bottom of the DV is
given a brief pull. 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.
Releasing time in the air brake System
After the Full service or Emergency brake application the brake cylinder gets a maximum
pressure of 3.8 Kg/Cm2 from Auxiliary reservoir. The releasing time means, the time taken by
the Distributor valve to release the air from Brake cylinder from 3.8 Kg/Cm2 to 0.4 Kg/Cm2 .
The Releasing time for the Coaching Stock
The releasing time for the coaching stock is 15 to 20 Seconds.
The Passenger emergency alarm system function in the Air brake system
Passenger emergency alarm system is provided between the main brake pipe and the
alarm chain. When the alarm chain is pulled, the air pressure from the Brake pipe is vented out
through the 4 mm choke provided in the Passenger emergency alarm valve. Due to the sudden
drop of air pressure from the brake pipe in the system, the airflow indicator in the Locomotive
deflects from its normal position and also gives hooting signal. By this the driver comes to know
about the drop in BP in the formation and he applies the brakes to stop the train.
Working principle of Passenger emergency alarm system.
The passenger emergency alarm valve consists of a spring loaded hollow piston fitted
with a check valve at the bottom. It has also got a control chamber at the bottom of the piston
and a brake pipe chamber at the top of the piston.
A 4mm diameter exhaust port is provided at the bottom of the valve to release the air
from main brake pipe. The brake pipe chamber available at the top of the piston is connected
with the PEASD through branch pipes.
Working
During charging or normal running the control chamber as well as brake pipe chamber is
charged with 5 Kg/Cm2 through the restricted passage from the main brake pipe. The air which is
available at the brake pipe chamber at the top of the piston is also made available at the top of the
pilot valve of PEASD. During charging the spring loaded check valve closes the passage
between main brake pipe and the exhaust of PEAV.
When the chain is pulled by the passenger, the pilot valve in PEASD is lifted first. The
air from brake pipe chamber of PEAV is then released through the exhaust ports of PEASD and
inturn brings the pressure at the top of the piston to zero immediately. Due to the existence of
control pressure at the bottom of the piston, the hollow piston gets lifted, which in turn connects
the main brake pipe with the exhaust to deplete the air from main brake pipe to initiate brake
application.
BOGIE MOUNTED BRAKE SYSYEM (BMBS)
It is introduced to overcome the problems arising out of request breakage and Malfunctioning of
SAB and to minimize frequent renewal of brake blocks.
Special features of BMBS:
1. SAB is completely eliminated.
2. Horizontal floating levers are completely eliminated.
3. Anti-vibration Bracket is completely eliminated.
4. Brake cylinder is incorporated with single acting, self-adjusting inbuilt
slack adjuster,
which can take up the clearance up to 305mm.
5. High friction ‘K’ type composite brake blocks are used, which increases the life of brake
blocks by 5times to that of Cast iron and 3 times to that of L-type brake blocks and
minimize the frequent renewal of brake blocks.
6. Frequent Palm end hole adjustment is minimized.
7. Each Axle is provided with an 8” dia. brake cylinder.
8. Number of parts required for brake rigging is less, there by Maintenance becomes easy.
9. It is provided with self-venting feature Isolating cock between the cylinder and DV
for both the trucks.
Precautions to be observed during maintenance of BMBS
1. Ensure “K” type composite brake block are used.
2. Ensure floating levers and connecting links are not reversed
3. Ensure floating levers and connecting links of 13 t bogie and 16t bogie are not
Interchanged.
4. Whenever “RED” mark appears on adjustment sleeve, all the brake blocks to be renewed
with new brake block.
The different tests that should be conducted for an Air brake Rolling are,
1.
Leakage in Feed pipe.
2.
Leakage in Brake pipe.
3.
Brake cylinder filling time.
4.
Brake cylinder releasing time.
5.
Sensitivity test.
6.
Insensitivity test.
7.
Emergency application test.
8.
Piston Stroke.
9.
Leakage in the Brake cylinder.
10. Graduated Application test.
11. Graduated release test.
12. Working of PEAS.
13. Working of GEV.
14. Manual release Test.
PROCEDURES
1.
LEAKAGE IN FP AND BP.
Charge the system fully.
a. Close the Cock No. 1 and 3.
b. Observe the pressure drop in FP and BP for three minutes.
The leakage rate in the FP and BP should not be more than
0.2 Kg/cm2 in one minute in FP
0.2 Kg/cm2 in one minute in BP for coaching stock
0.1 Kg/cm2 in one minute in BP for goods stock
2.
BC FILLING TIME.
a. Charge the system fully
b.
Bring the A-9 valve to full service application position.
c.
Observe the BC pressure.
d.
The BC pressure should reach to 3.6 Kg/cm2 within
3 to 5 seconds for Coaching stock
18 to 30 seconds for Goods stock.
Observe the maximum pressure. It should be 3.8 Kg/cm2.
e.
3.
BC RELEASING TIME.
a.
Bring the A-9 valve to release position.
b.
Observe the BC pressure.
c.
The BC should drop from 3.8 Kg/cm2 to 0.4 Kg/cm2
Within
15 to 20 seconds for Coaching stock
45 to 60 seconds for Goods stock.
4. SENSITIVITY TEST.
a. Open the cock No.7 and Charge the system fully.
b. Close the Cock No.2 and Open the cock No.4.
c.
Wait for 6 seconds and close the cock No.4.
(This will reduce the BP pressure by 0.6 Kg/cm2 in 6 seconds automatically)
d. Observe the Brake cylinder. The brake should be in
applied condition.
5. INSENSITIVITY TEST.
a. Open the cock No.7 and Charge the system fully.
b. Close the cock No.2 and Open the cock No.5.
c.
Wait for 60 seconds and close the cock No.5.
(This will reduce the BP pressure by 0.3 Kg/cm2 in
60 seconds automatically)
d. Observe the Brake cylinder. The brake should not be in
applied condition.
e. Observe the BP and CR pressure. Both should be at
4.7 Kg/cm2.
6. EMERGENCY APPLICATION TEST.
a. Close the cock No.7 and Charge the system fully.
b. Close the cock No.2 and Open the cock No.6.
c. Observe the Brake cylinder pressure.
The maximum BC should be 3.8 Kg/cm2.
7. PISTON STROKE
After the emergency or full service application measure
the piston stroke. It should be within
90 ± 10 mm for coaching stock
85 ± 10 mm for goods stock –Empty
130 ± 10 mm for goods stock - load
25 to 32 mm for BMBC
8. LEAKAGE IN BC.
a. After the emergency brake application observe the leakage
in the Brake cylinder.
b. The leakage in the BC should not be more than 0.1 KG/cm2
in 5 minutes.
9. GRADUATED APPLICATION TEST.
a.
Charge the system fully.
b.
Reduce the BP pressure in steps through A-9 valve.
c.
Observe the BC pressure. The pressure should increase
in steps.
Example
BP
BC
5
0
4.5
1.25
4.2
2.0
4
2.5
3.8
3
3.5
3.8
10. GRADUATED RELEASE TEST.
a.
Increase the BP pressure in steps through A -9 valve.
b.
Observe the BC pressure. The pressure should decrease
in steps.
Example
BP
BC
3.5
3.8
3.8
3
4
2.5
4.2
2.0
4.5
1.25
5
0
11. WORKING OF PEASD.
a.
Charge the system fully.
b.
Pull the alarm chain from inside the coach.
c.
Observe the BP pressure and BC.
d.
BP pressure should drop and brake should apply.
e.
Reset the PEASD.
f.
Observe the BP pressure and BC.
g.
BP pressure should reach to 5 KG/cm2 and brake
also should release.
12.
WORKING OF GEV (Guard Emergency Valve);
a.
Charge the system fully.
b
Operate the GEV handle.
c. Observe the BP pressure and BC.
d.
BP pressure should drop and brake should apply.
e
Bring back the GEV to normal position.
f.
Observe the BP pressure and BC.
g.
BP pressure should reach to 5 KG/cm2 and brake
also should release.
13.
MANUAL RELEASE TEST.
a.
c.
Disconnect the test rig from the rolling stock.
b. Pull the release valve handle
Observe the CR pressure and BC.
d.
The CR pressure should drop to 0 KG/cm2 and
Brake should release without any jerks.
ROOF MOUNTED AIR-CONDITIONING PACKAGE UNITS FOR RAILWAY
COACHES
BRIEF DESCRIPTION
The roof-mounted AC equipment for AC coaches of Indian Railways would provide
more comfortable journey and also help attach more coaches in the superfast trains like Rajdhani
Expresses. These roof-mounted AC units of new design are more efficient and lightweight and
are manufactured indigenously.
Two high capacity packaged air-conditioning units of minimum of 7.0 TR of cooling in
45°C ambient i.e. 14.0 TR for one coach, will replace the present underframe open type AC
system of capacity 5.2 TR each (Total 10.4 TR) for each coach. Two packaged units are used in
one coach each mounted above the toilets on both ends supplying conditioned air into a tapered
duct to serve the coach end to end. The units (two in each coach) are fitted with 4 compressors
but operate under normal with 3 compressors and the 4th one acts as standby and works only
during peak days of the summer.
developed for rolling stock application under varying dynamic conditions after rigorous testing
and trials before being used in the AC units.
PRESENT SYSTEM
The AC coaches running on Indian Railways can be broadly divided into two categories.
• Self generating (S.G.) coaches.
• End-On-Generation (EOG) coaches.
Self-Generating Coaches
Power supply demand for AC equipments is met from axle driven transom-mounted
brushless alternator which is rated for 110 V DC supply. At low speeds and during halts the
power requirement is met from 110 V lead acid battery housed in battery boxes mounted on the
under frame of the coach.
End-On-Generation Coaches
AC coaches draw power from the diesel-generating sets carried in coaches put in the
front and rear of the rake, functioning at 415/750 V, 3 phase, 50 Hz AC supply. The power is
distributed to entire rake and thus to each coach through two sets of 3 phase 415/750 V feeders.
Each coach is provided with control, distribution and feeder changeover arrangement on 415/750
V control panel. The AC equipments operate at 415 V, 3 phase, 50 Hz AC supply.
The air conditioning system in both types (SG or EOG) of Indian Railways stipulates use
of open type compressor, condenser, liquid receiver with dehydrator separately mounted on the
under frame of the coach. The evaporator comprising cooling coils, heater elements and blower
fans with motor is mounted between coach roof and false ceiling. The conditioned air is blown
through the central duct and distributed inside the coach through adjustable grills diffusers.
SALIENT FEATURES OF ROOF-MOUNTED AC PACKAGE UNITS:
Compressors are started in sequence with time delay to reduce the peak demand of
electricity during start ups. These units are thus more energy efficient and are more reliable than
the existing open units and would be better in operation.
The high capacity AC units of roof mounted type is a fore runner to futuristic super fast
trains. This units can work on E.O.G. systems in addition to S.G. systems . The roof mounted
unit needs approximately 11.5 KW, 20 ampere at normal condition.
Modular type AC units for rail coaches is a major breakthrough in rail-coach technology. A
modular type roof-mounted packaged AC unit for rail coaches, the first of its kind
brings India abreast with the latest in the state of the art of air-conditioning
technology prevalent the World over. The units are extremely energy efficient and
reliable. They use two hermetically sealed compressors of half capacity in each
packaged unit. These compressors are specially• Light in weight, saves fuel for
hauling. Total weight of both units is 900 Kg as compared to 2700 Kg for
conventional AC unit. Saves in fuel consumption. In the Rajdhani express e.g. the
total weight reduction in 20 coaches (1.8 x 20 = 36 MT) equals the weight of one
coach. Therefore, one additional coach can be hauled.
• Keeping in view the low price and light weight, the unit pays for itself in one year operation.
• Low cost of installation at the coach building factory since the system is factory made,
assembled, gas charged and tested for performance prior to delivery.
• The installation requires simply to lower the unit in the false ceiling above the toilets on both
ends of the coach and connection of wiring, drain pipe and flexible duct.
• In case of failure, replacement of the unit with new unit can be done in less than two hours by
simply lifting the defective unit by a crane and lowering the new one in place.
• The A.C unit remains outside the partition wall and therefore, no chance of water leakage on
passengers
• Fresh air is taken from the roof through condenser area which gives a relatively clean air free of
the smells of toilets which are common in conventional A.C. coaches.
Hermetically sealed system with no fittings or openings, thus it presents little potential of gas
leakages and break-downs.
• The unit is almost maintenance free since it uses 3ph AC motors which have no commentators
or brushes to wear out.
• Uses more environment friendly refrigerant R-22 and very small quantity less than 3 Kg.
• Mounted on the roof, thus dirt or dust collection in condensers is negligible and therefore,
requires practically no maintenance or water spraying on condenser coils.
• No chance of damage due to flash floods during the monsoons.
• No chance of damage due to cattle run.
• Energy efficient - uses less electricity, saves fuel for generation.
• Humidity control in monsoons possible through use of micro processor - based control system.
It will also provide optimum use of all equipments and even wear to compressors
through rotation of operation.
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