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 SCREWSOn 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 SUSPENSIONThe 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

SPLIT PIN

BO TTO M C O VERPC O M PLETE

SILENT BLO C K

SEALIN G C AP

SEC TIO N A-A

C O TTER

HEX. HEAD SC REWP& SPRIN GWA SHER

BO G IE BO LSTER

TO BE TAC K WELDEDPA FTERA SSEM BLY

FIX ING ARRG T. O F PBO TTO MC O VERPWITH BO LSTER

C ENTRE PIVO T ARRANG EM ENTFIG URE 3.3

A

A

SLEEVE

C ENTRE PIVO T PIN

The centre pivot pin joins the body with the bogie and transmits the tractive and braking 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

SIDE BEARERS

WEA RING PIEC E FO R SIDE BEARERREF. D RG . NO . T-O -5-649

6

5

SIDE BEARER ARRANG EM ENTFIG URE 3.4

9.5

%%c

10

%%c

45

SURFAC E SHO ULD BE SM O O TH

C HEC K FO R PO RO US WELDING

WEARIN G PIEC E

FELT

O IL LEVEL

No te :-P1. Bro nze We a ring Pie c e sho uld b e re ne we d whe n the we a r o n the m a ting surfa c e rea c hes3m m tha t is, he ig ht is le ss tha n 42 m m o r d a m a g es o c c ur to the o il g ro o ve s.P2. The ha rd g ro undp la te sho uld b e rene we d whe n the we a r exc ee d s 1.5m m tha t is, thic kness is le ss tha n 8 .5 m m o rrid g e s a re o b se rved o n the p la te .

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

of the bogie bolster. The coach body rests on the top spherical surface of these bronze-wearing

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 plateNew

size

Shop

renewal size

Condemning

size

10 mm 9 mm 8.5 mm

Wear limit for wearing pieceNew

size

Shop

renewal size

Condemning

size

45 mm 43.5 mm 42 mm

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 BLOCKThis 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

Type of bogies Drg. Code No.

Axle box

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

Bolster All Non AC ICF type B01

All AC ICF type B03

Power car B04

Double Decker B06

BolsterHigh capacity Power car

B11

B13

High capacity Parcel van B15B16

Load deflection testing and grouping of Axle box spring

Code Wire

dia

Free

height

Test

Load

Acceptable

height under

test loadGroups as per loaded spring height

A B C

Yellow Oxford

Blue

Green

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

CodeWire

dia

Free

height

Test

Load

Acceptable

height under

test load

Groups as per loaded spring height

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 47386 6700 306-322 306-311 312-317 318-322

B13 34

B15 40 3936000 256-272 256-261 262-267 268-272

B16 32.5 286

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 TUBE BORE Ø50X640 12 TUBE BORE Ø50X462 13 BOSS BORE Ø60/40X32 24 BODY BORE Ø60X134 15 BUSH 42X32X32 86 RIB 200X225X5 27 RIB 120X30X5 2

BOLSTER SPRING SUSPENSION HANGERS (BSS HANGERS)

9.5

26

45-0.25P- 0.5

COMPONENTS SIZE-NEW CONDEMNING SHOP ISSUE SIZEWEAR IN mm

HANGER BLOCKPTOP &BOTTOM

PIN

HANGER

9.5 8 1.5 8.50

37

38.4

35.5 1.5 36.00

36.5 1.5 37.00

HANGER AND HANGER BLOCKS

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

13t bogies 16.25t bogies

Longitudinal gauge for BSS brackets

14001.0 mm (7000.5 mm from longitudinal

center-line)

15001.0 mm (7500.5 mm from longitudinal

center-line)Transverse gauge for BSS

brackets2159 1.0 mm 2159 1.0 mm

Diagonal gauge for BSS brackets

2573 1.0 mm 2629 1.0 mm

Longitudinal gauge for axle guide

5701.0 mm (equidistant from center-

line of axle)

570 1.0 mm (equidistant from center-

line of axle)Transverse gauge for axle

guide21591.0 mm 21591.0 mm

Diagonal gauge for axle guide 36121.0 mm 36121.0 mmDistance between BSS

bracket and adjacent axle guide

4631.0 mm 4131.0 mm

Longitudinal gauge for suspension strap

8701.0 mm (equidistant

from center-line of axle)

8701.0mm (equidistant from center-line of the

axle)BOLSTER SPRING SUSPENSION HANGERS (BSS HANGERS)

9.5R1

26

45-0.25P- 0.5

COMPONENTS SIZE-NEW CONDEMNING SHOP ISSUE SIZEWEAR IN mm

HANGER BLOCKPTOP &BOTTOM

PIN

HANGER

9.5 8 1.5 8.50

37

38.4

35.5 1.5 36.00

36.5 1.5 37.00

HANGER AND HANGER BLOCKS

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

13t bogies 16.25t bogies

Longitudinal gauge for BSS brackets

14001.0 mm (7000.5 mm from longitudinal

center-line)

15001.0 mm (7500.5 mm from longitudinal

center-line)Transverse gauge for BSS

brackets2159 1.0 mm 2159 1.0 mm

Diagonal gauge for BSS brackets

2573 1.0 mm 2629 1.0 mm

Longitudinal gauge for axle guide

5701.0 mm (equidistant from center-

line of axle)

570 1.0 mm (equidistant from center-

line of axle)Transverse gauge for axle

guide21591.0 mm 21591.0 mm

Diagonal gauge for axle guide 36121.0 mm 36121.0 mmDistance between BSS

bracket and adjacent axle guide

4631.0 mm 4131.0 mm

Longitudinal gauge for suspension strap

8701.0 mm (equidistant

8701.0mm (equidistant from center-line of the

from center-line of axle) axle)

2896

750

1500 d

570

876

876

1752

876

876

1752

DIMENSIONAL CHECK REPORT FOR AC & POWER CAR BOGIE FRAME

1. BOGIE SIDE FRAME & HEAD STOCK CENTRES ON EITHER SIDE OF THE BOGIE FRAME AS SHOWN THUS WILL BE PERMANENTLY PUNCH MARKED IN

CONSPICUOUS MANNER.TO ENSURE THIS 2mmTHICK X 25mmWIDE STRIP SHOULD

BE WELDED AT THE LONGITUDINAL AND TRANSVERSE CENTRES OF THE BOGIE

FRAME.PUNCH MARK SHOULD BE PUNCHED ON THIS STRIP ACCORDINGLY.

2. g TO g REPRESENT LOCATIONS OF BOGIE GUIDES.

3. E,F,G & H REPRESENT LOCATIONS OF SUSPENSION BRACKETS FOR BOLSTER

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

SIDE FRAME & CHECK IT AS PER FIG.-3.15b.

5. WELDING JOINT SHALL NOT COME UNDER THE BOGIE GUIDE.

6. NO INACCURACY IN LOCATION OF HANGER BRACKET AND THE ALIGNMENT

OF HOLES IN THE BRACKETS WILL BE PERMITTED.

1+-

-+

C.L. O

F AXLE

C.L.OF

AXLE

c

g 2g 1 g 3 g 4

g 8 g 7 g 6 g 5

HG

EF

2159

-+ 1

0.5+ -

-+ 1-+ 1

-+ 0.5

0.5+ --+ 0

.5

ba

C D

A B

RS

T

KJ

I

35DIMENSIONAL CHECK REPORT

FIGURE-3.15aSHEET 1 OF 2

3

OP

Q

LM

N

-+ 1

-+ 1-

+ 0.5

413 1+-

35

z

z-+ 1

ICF DRG. WTAC - 0-3-301

570

SUSPENSION ARRGT.

1 8

WORK INSTRUCTIONS FOR DE-WHEELING

1. Remove the axle box safety bracket bolts using appropriate spanners.

2. Provide packing under the axle box wings and wheels.

3. Remove the air vent screws.

4. Remove the ‘V’ belt from the brake beam.

5. Lift the bogie frame by using EOT crane.

6. Place the bogie frame on the trustle.

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.

9. Lift the wheels by lifting hook in the crane and place the wheels on the wheel shop intake

track.

AXLE GUIDE & DASH POT

1) Axle Guide Bush Outer Diameter 140 mm –300 Microns2) Axle Guide Bush Inner Diameter 115 mm3) Axle Guide Bush height 76 mm4) Axle Guide height 245 mm5) Axle Guide Diameter = 120 / 1156) Dash Pot Height = 230 mm7) Dash Pot Inner Dia = 140 mm + 600 Microns8) 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 O N BO DY

AIR VENT SC REWS IN BO G IE SIDE FRAM E

PO SITIO N O F LIFTING PADS I.C .F. B.G .

FIG URE 1.2

LIFTING PADS

SKETC H-68078

WORK INSTRUCTION FOR LIFTING OF COACH

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

rail level

Minimum height from

rail level

Production units 1105 mm 1095 mm

Workshops 1105 mm 1090 mm

L.S. BEAM

RAIL LEVEL

BO G IE FRAM E

PART- I

D E

M

G

F

BO G IE BO LSTER

A

B

C

SUSPEN SIO N DIAG RAM M ATIC ARRANG EM ENT

BO G IE BO LSTER

RAIL LEVEL

FIG URE 1.4a

BO DY BO LSTER

BO G IE FRAM E SIDE BEARER

PART- II

J

NI

L

2

N O TE - P1. D im e nsio ns E & J sha ll b e m a inta ine d with req u ire d num b e r o f c o m p e nsa ting ring s o f sta nd a rd thic kness o f 4 m m .P2. Axle b o x sp ring s : WTAC -0-1 -202P Bo lste r sp ring s : WTAC -0-5-202

H

K

2

FO R SELF G EN ERATIN G AC C O AC HES (IC F DRAWIN G N O . IC F/SK -9 -0 -126)P 2

Screw Coupling Maintenance

Draw Gear : The components used for hauling the stock are called draw gear.

Component Wear location Wear

limit

Suggested no

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

k/thread

1 mm K thread profile

gauge

Trunnion LH/RH

Knuckle

Thread

55.635x6.35

K/thread

1 mm K thread profile

gauge

-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

thickness 11.5 mm

5.5 mm in wall

thickness

Inside

micrometer

Fixing hole in the base 26

mm dia

2 mm on dia 28mm flat

Buffer plunger

Wear location Wear

limit

Suggested gauge

Buffer plunger tube wall

thickness 9 mm

4mm Micrometer

Plunger face/face plate

19 mm

11mm 1905 mm curvature

gauge with depth

measurement.

Rubber buffer pads

Wear location Wear

permitte

dia

Suggested no go gauge

Buffer spindle

body 40 mm dia

5 mm 35 mm snap

Threads M 39 0.5 mm thread profile gauge

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.

SL.NO. TYPE OF COACH

NUMBER

(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

FLANGES

CONING OF WHEEL TREAD

DISC

AXLE

JOURNAL

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

WHEEL SEATAXLE

BEARING SEAT

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 2 NOs ( IS: 210-78 )

BOWELL PINS 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

NO OF GROOVES ARE

AC COACHES-6

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

THICKNESS

40/2 = 20 mm

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 systemc) 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 pipeTo 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(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.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 andAlso raised letters 'BP' and 'FP' are embossed on coupling heads representing Brake Pipe and

Feed Pipe respectively.Feed Pipe respectively. Hose couplings must be checked for leakage of air as per the testHose couplings must be checked for leakage of air as per the test

procedure given belowprocedure given below:

Cut off angle cocks are provided both on brake pipe & feed pipeCut 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 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

. The

function of a 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 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 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 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 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 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 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.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.

e. Observe the maximum pressure. It should be 3.8 Kg/cm2.

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. Disconnect the test rig from the rolling stock.

b. Pull the release valve handle c. 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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