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Report on Schedule revision of LHB coaches

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INDIAN RAILWAYS

CENTRE FOR ADVANCED MAINTENANCE TECHNOLOGY MAHARAJPUR, GWALIOR – 474 005

Phone: 0751-2470890, Fax: 0751-2470841

Report on

Review of Maintenance Schedules of LHB coaches on

Indian Railways (No: IR/CAMTECH.GWL.M.C.LHB 22.10.2019)

(Ref: - Railway Board Letter No: - 2007/M(C)/137/16 Vol.(xiv) dated 23.07.2019)


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1.0 Introduction 1.1 Indian Railways have entered into contract with M/s. Alstom in 1995 for Transfer of

Technology for manufacture of Stainless Steel coaches and LHB Coaches came in existence on IR since 2000.

1.2 M/s. Alstom also helped RCF in designing LHB coaches. The first supply of coaches consisted of 21 AC Chairs cars and 3 Generator Cars. First rake was introduced as New Delhi – Lucknow Shatabadi Express in 2001 based at NDLS Coaching depot of NR.

1.3 The first AC sleeper Coaches manufactured by RCF were introduced in Mumbai – Delhi Rajdhani Express in December 2003 and based at BCT Coaching Depot of W.Rly.

1.4 So, NDLS and BCT are the major coaching depots having extensive experience in maintenance of LHB coaches. Now since Railways have acquired adequate experience in maintenance of LHB coaches and population of LHB coaches is increasing at rapid rate, need was felt to review and optimize maintenance schedule of LHB coaches.

2.0 Maintenance schedules of LHB coaches:

2.1 M/s ALSTOM’s Recommendation regarding maintenance schedules M/s ALSTOM recommended maintenance schedules as under: -

Designation Type Km-interval Time-interval T Trip Schedule w 10,000 km Weekly NS 40,000 km Monthly

No.1 examination F1 2,50,000 km 6 Monthly No.2 examination F2 5,00,000 km Annually

Overhaul 1 R1 10,00,000 km Every 2 years Overhaul 2 R2 20,00,000 km Every 4 years

M/s ALSTOM had recommended two heavy repair schedules termed as R1 and R2 at the time interval of 2 and 4 years respectively. These two schedules were to be carried out after kilometer earning of 10 lacs and 20 lacs respectively. Besides these, preventive maintenance schedule for FIAT bogies were also given as under:


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Time Km (X 1000) Type Daily - DA

1 week 8 D1 1 month 33 D2 6 month 200 D3

1 year 400 D4 2 years 1000 W1 4 years 1600 W2 8 years 3200 W3

16 years 6400 R1 24 years 12800 R2

Note: 'D' stands for 'Depot', 'W' for 'Workshop', 'R' for 'Revision Overhaul'. 2.2 Initial Instructions of Railway Board for LHB maintenance Schedules

Railway board vide letter no 95/M(C)/141/1 dated 16.05.2001 issued periodicity for maintenance of LHB coaches at the time of its introduction as under.

Schedule Periodicity T Trip Schedule Q 3 Monthly +/- 15 days

IOH Yearly +/- 30 days POH 2 Yearly +/- 60 Days

2.3 Six man committee Report of 2005

A six-man Committee was nominated by Railway Board vide letter no. 95/MCW/ dated 02.03.2005 to review the frequency of IOH and POH for ALSTOM coaches keeping in view the experience gained by the N.Rly and W.Rly at that time. The committee consisted of following members.

Shri Surbhit Mathur Dy. CME/RCF/KXH Shri Shailendra Singh Director (Stnd) Shri SourabhEndley Sr.CDO/BCR/WR Shri Arvind Nautiyal Sr.DME (Chg.)/N.Rly. Shri Suraj Prakash Dy.CME/JUDW/NR Shri Amit Srivastava Dy.CME(R) /WR

The Committee recommended the shop schedules at 18 months or 5 lakh km (SS-I), 36 months or 10 lakh km (SS-II) , and 72 months or 20 lakh km (SS-III) with a tolerance not exceeding 60 days.


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Regarding the rubber items, the committee observed that performance of even the best Indian source was not comparable to that of the imported ones. These components being critical bogie items directly affecting the safety of operation, were proposed to be changed after every 18 months as is done in conventional coaches also. The imported rubber components were to be tentatively changed in 6th year only. These recommendations were later formalized by Railway Board vide 95/M(C)/141/1(LHB) Pt dt 5.9.06. However a year later, Railway Board modified the km earning and the shop schedules were mandated as follows: (RB letter no: 95/ M(C)/141/1(LHB) Pt dt 8.5.08).

Schedule Periodicity IOH (Shop schedule-I) 18 months/6 lakh km earned whichever is earlier POH (Shop schedule-II) 36 months/12 lakh km earned whichever is earlier POH (Shop schedule-III) 72 months/24 lakh km earned whichever is earlier

2.4 CAMTECH Manual on maintenance of LHB coaches: Later on CAMTECH issued comprehensive maintenance instructions in 2013. These instructions followed the broad schedules laid down by the six man committee as under.

Coaching Depot Schedule

• Schedule D1: Every Trip/Weekly • Schedule D2: Monthly ± 3 days • Schedule D3: Half Yearly ± 15 days

Shop Schedule

• Shop Schedule I: 18 months + 30 days/ 6 lakhs Kms whichever is earlier • Shop Schedule II: 36 months/ 12 lakhs Kms whichever is earlier • Shop Schedule III: 72 months/ 24 lakhs Kms whichever is earlier

It is significant that while the six man committee had recommended change of all indigenous rubber components at 18 month interval, the CAMTECH manual laid down change of rubber items in SS-2 i.e, after 36 months. Apparently this regimen was laid down based on the feedback obtained at that time (the CAMTECH manual was released 8 years after the six man committee report).

2.5 Railway Board’s instructions to carry out SS-I schedule in Coaching Depots


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Railway Board vide its letter No. 95/M(C)/141/1 (LHB) P7 dated 04.05.17, instructed Zonal Railways to carry out SS-I Schedule of LHB Coaches in Coaching depots. However, these instructions were slightly modified to carry out the SS-I schedule of bogie in workshops. (Rly board letter no. 2007/M(C)/137/16 Vol.XI dt-08.08.2017).

2.6 Two men committee of 2018:

Railway board constituted a committee for study of periodicity of change of must change items (Rly Board letter no.2007/M(C)/137/16 Vol(xiii)pt(xii) dated 10.10.2018). The committee studied the must change periodicity of 15 items and a jist of their deliberations is as below:

“ There are 09 metal bonded rubber items in FIAT bogie (viz ball joint traction lever, ball joint roll link, traction center elastic joint, lateral bump stop, axle box pivot bush, rubber spring, primary vertical bump stop, primary suspension pad and flexible pad longitudinal stop). As per CAMTECH Maintenance Manual (LHB), all rubber metal bonded items are must change items during SS-II (in every 3 years).

“During a meeting held in this regard, Lower Parel Workshop/WR & Jagadhari Workshop/NR mentioned that these rubber metal bonded items are not necessarily found in rejectable condition during Shop Schedule II. Lower Parel workshop mentioned that overall rejection percentage during SS II varies from 0.12% (lateral bump stop) to 5.16% (primary bump stop) for different rubber metal components. Both workshops were of the view that rubber metal bonded items have residual service life after 3 years and can be used beyond the periodicity of 03 years on condition basis in AC coaches”.

3.0 Review of Maintenance schedule by present committee

3.1 A four member Committee has been nominated by Railway Board vide letter No. 2007/M(C)/137/16 Vol (xiv) dated 23.07.2019 to Review and optimize schedule of LHB coaches with following terms of reference.

“In order to review and optimize the schedules of LBH Coaches, it has been decided to form a committee comprising PED/CAMTECH/GWL, CWE/NR, CRSE/NCR and CDE/RCF.”

The committee consisted of following members.

Shri Jitendra Singh, PED/CAMTECH Shri Amit Kumar Agrawal CWE/NR Shri Sudhanshu Panwar CRSE/NCR Shri Manish Bhimte CDE/RCF


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3.2 The committee held several meetings and visited workshops at JUDW/NR, Lower Parel/WR and Coaching Depot NDLS/NR as under –

a. Baroda House New Delhi on 22nd & 23rd August 2019 b. 3rd Sept-2019 at JUDW c. 13th Sept at RDSO d. 24th & 25th of Sept-2019 at PL workshop e. 14th and 15th Oct at RDSO f. 21st and 22nd Oct at Baroda House

3.3 Methodology adopted :

3.3.1 The committee adopted the following methodology:

• Study of the legacy documents on the issue • Study of the condition of coaches/bogies during SS-1/SS-2 schedules at Lower

Parel and Jagadhri workshops • Visit of NDLS coaching depot • Discussions with officials involved in maintenance • Feedback from Zonal Railways

3.4 Problems faced by Railways and other experiences

During the visit to Coaching Depot, NDLS/N. Rly., following problems were observed.

• De-bonding of rubber materials. • High failure of primary suspension springs. • Wheel Shelling. • Failure of Control Arm/Control Arm Bolt. • Deformation or tilting of miner pads. • Corrosion in bogie frame. • Less life of Rubber components used in bogie and its parts like Anti Roll

assembly, emergency rubber of secondary suspension. • It has also come in the notice of committee that many times due to unavailability

of items in coaching depots, failed/damaged components get changed with serviceable components from due POH/IOH trolleys being sent to workshops.

4.0 Findings and Deliberations by the committee

4.1 Rubber items: The life of Rubber items had been a major issue guiding the maintenance philosophy of bogie adopted by IR.


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4.1.1 The performance of rubber components was analyzed in detail by the Two-Man committee which submitted its report in Mar’2019. As per the committee report, the periodicity of change of Rubber items in SS-II was recommended to be enhanced to SS-3 for AC coaches. The conclusion of two men committee was based on the data of Lower Parel and JUDW workshops. It was observed by two men committee that condition of most of the rubber and metal bonded rubber components was found good during SS-2 schedule on AC bogies. The present committee also visited both the shops to have a firsthand experience about the conditions of components in SS-I schedule.

4.1.2 Lower Parel Workshop had done a comprehensive data collection spreading across the SS-1, SS-2 and SS-3 schedules. This detailed analysis shows the life pattern of bogie rubber items. This graph – which is highly illustrative- is placed below.

The pictorial analysis confirms the reliability of rubber components in SS-1. In fact the reliability deteriorates only in SS-3 schedule.


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4.1.3 During shop visits, it was further observed by the committee that there is significant difference in condition of rubber components of AC and NAC coach bogies. To have a better appreciation of the condition of the rubber components in shop schedules, the data of AC and NAC was segregated and studied separately.

4.1.4 The latest data from Lower Parel Workshop (April to August 2019), shows that the rubber item rejection is minimal in all the SS-1 schedule of AC bogies (whether it is the first SS-1 or following SS-1s i.e. combination of SS-1.0, 1.1, 1.2 etc). This indicates that the performance of indigenous rubber components has improved over the years. The data is in line with the findings of the two man committee.

4.1.5 The Lower Parel Workshop data for SS-1 for AC bogies is as below:

Schedule wise AC LHB coaches consumption of metal bonded rubber items in SS-1 schedule (April to August 2019)

S. No. Item description Coach out-turn

Consumption of spares

Rejection fraction

1 Axle Box Pivot Bush 122 8 0.82 2 Ball joint Traction Lever 122 8 0.82 3 Ball Joint roller link 122 0 0.00 4 Traction centre elastic joint 122 0 0.00 5 Lateral bump stop 122 0 0.00 6 Rubber spring 122 0 0.00 7 Primary bump stop 122 0 0.00 8 Rubber pad for primary

suspension 122 8 0.82

9 Rubber pad for longitudinal bump stop

122 0 0.00

4.1.6 Though Lower Parel has indicated almost nil rejection in all the SS-1 schedules, Jagadhri

data while having similar pattern for all other items, showed higher consumption levels of Rubber spring and primary bump stop. However, the data of Jagadhri Workshop had been vitiated by of lack of material availability in the past for must change items. This had led to varying consumption patterns. Therefore, to have a proper datum and meaningful conclusion, data of coaches attended for first SS-1 schedule (i.e. the SS-1 schedule after manufacture- since all new rubber components would have been provided during manufacture) was collected from Jagadhri Workshop.

4.1.7 Jagadhri workshop has collected data of 102 bogies which have undergone first SS-1 schedule. The analysis of these 102 bogies is as below:


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Bogies type No of bogies

condition

LWS 24 All rubber and rubber metal bonded items found ok 18 Nos of Control arm lug found worn out

LWSCN 24 Breakup as mentioned in below table LWACCW 12 All rubber and rubber metal bonded items found ok LWACCN 42 Breakup as mentioned in below table Total 102

4.1.8 Comparison between AC and NON AC bogie components is as under:

LWSCN LWACCN S. No

Item description Item Qty damaged/Total Qty

Item Qty damaged/Total Qty

1 Axle Box Pivot Bush 0 0 2 Ball joint Traction Lever 0 0 3 Ball Joint roller link 0 0 4 Traction centre elastic 0 0 5 Lateral bump stop 0 0 6 Rubber spring 27/48 6/84 7 Primary bump stop 13/96 5/168 8 Rubber pad for primary

suspension 4/96 0

9 Rubber pad for longitudinal bump stop

0 0

4.1.9 From the above data it can be seen that

• The only damage is in rubber spring and primary bump stop

• The AC coaches LWACCW and LWACCN have almost nil rejection of rubber items

• The two man committee had observed that rubber metal bonded components inNon AC LHB coaches are subjected to wide and extreme tare to gross load variationas compared to coach design received from OEM. This is confirmed by theperformance of LWS bogies, where the introduction of rubber spring has drasticallyimproved the rubber component performance. Rubber spring has been able to takecare of the tare to gross load variations, which had not been possible with coil springbogies.

4.1.10 This committee is of the view that rubber components in AC coaches do not need attention in SS-1 schedule. The bogies of AC coaches inspected at shop floor of JUDW and PL also confirmed this conclusion.


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4.2 Dampers

Regarding dampers, OEM had recommended visual check for leakage/damage and replacement after 4 years or 2 million kms.

CAMTECH had recommended that besides visual inspection, dampers are also to be tested in SS-1 and SS-2 schedules. CAMTECH recommended change of dampers in SS-3 schedule (ie after six years).

There are 04 types of dampers used in FIAT bogie. Out of these four only three are sent for testing to shops during SS-1 schedule. Yaw damper is not being tested in SS-1 schedule. The committee could collect damper consumption details from four workshops- LPL, JUDW, LGD and GKP.

4.2.1 Data on DAMPERS from JUDW/NR :

Jagadhri data shows that there is approximately 8% failure in testing based on combined data for SS-1 and SS-2 schedules. Failure position of LHB dampers (which includes testing and visual damage) from May-18 to Sep-19 is as under.

Type of Damper Total pass Failed in testing

Visual/physical damage*

% failure

Primary Vertical Damper 6215 4515 735 965 27.35 Secondary Vertical damper 3335 2589 129 617 22.36 Secondary Vertical Damper NAC 543 489 32 22 9.94 Secondary Lateral damper 1628 1113 91 424 31.63

* Since depots are replacing damaged dampers in bogies being sent for SS-1/SS-2, the visual damaged data is not a true reflection of life. The testing rejection of 8% (91/735) as mentioned above is a combined total- both SS-1 and SS-2 schedules since there is normally no segregation of dampers during testing. However to gauge the health of dampers after 18 months i.e. SS-1 schedule, a special study was done by Jagadhri workshop for dampers received in SS-1 schedule. This study was done for 68 bogies. Details of dampers of 68 bogies of SS-1 schedule is as under:

No of dampers Failed/Tested Bogie type AC NAC

Primary Vertical Damper 5/144 3/64 Secondary Vertical damper 1/72 0/32 Secondary Lateral damper 0/36 0/16


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Above data indicates that: • There is almost no failure of secondary dampers (AC and NAC) during testing in first

SS-1. • Failure rate is only 4% of primary vertical dampers during the first SS-1. • In general Yaw dampers are not sent along with SS-1 Bogies to shops for testing, so

no data for that is available.

4.2.2 Data on DAMPERS from LPL/WR: Lower Parel workshop does not have separate data for SS-1. However their overall data matches with that of JUDW.

S N Description Pass Failed Total Rejection % * 1 Primary Vertical Damper 2155 864 3010 28.70 2 Secondary Lateral Damper 600 218 818 26.65 3 Secondary Vertical Damper 1230 459 1649 27.84

* This includes failure during testing and visual inspection both.

4.2.3 Data of dampers of GKP Workshop:

SN Description Pass Failed Rejection % 1. Primary Vertical Damper 208 56 27 2. Secondary Lateral Damper 86 8 9.3 3. Secondary Vertical Damper 114 41 36

GKP workshop data is a small sample-basically of NCR LHB bogies due for SS-1. The rejection figures include damaged dampers fitted by NCR. The testing rejection data is not available with GKP.

4.2.4 Data of dampers from Lallaguda

Lallaguda data substantiates the finding of Jagadhri. The secondary vertical and secondary lateral damper rejection has been reported as 3% and 5% respectively by Lallaguda in SS-1. (Lallaguda has reported 1% rejection of Yaw damper in SS-1). In the case of primary damper, Lallaguda has reported 23% replacement in SS-1.

It is significant that only 4% of the dampers are failing in the testing done in SS-1 schedule at JUDW. However, it is seen that approx one fourth of the dampers coming to the workshops are being replaced. Going by the Jagadhri and Lallaguda data, it is recommended that only primary vertical dampers should be subjected to


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testing/replacement in SS-1 schedule. For the secondary dampers, replacement should be done only with visually leaky/damaged dampers.

During the shop visits, committee noted that the shock absorbers are being rejected if the capacity is lost by 20%. However the specification allows for 30% degradation in service. We are, therefore, rejecting the dampers earlier than designed. It seems that the 20% setting is being done by the machine manufacturer based on COFMOW specification. If we allow dampers to work as designed i.e. till 30% degradation, we may avoid primary vertical damper testing in SS-1.

4.3 CTRB BEARINGS (UIC 130):

Recommendations of OEMs and CAMTECH with regard to the maintenance of bearings are as under:

4.3.1 OEM ALSTOM recommends to replace the bearing after 3 million Kms in W3 schedule (8 years) and attend bearing for overhaul after 1.2 million km in W1 schedule (2 years) or as recommended by bearing manufacturer i.e. M/s TIMKEN.

4.3.2 RDSO vide letter no MC/RB/General dated 28.02.2008 has advised Bearing to be overhauled at 1.2 million Km or 5 year whichever is earlier.

4.3.3 CAMTECH has recommended complete overhauling/reconditioning of bearing in SS-2 schedule (3 years). CAMTECH has also recommended check for any unusual sound and lateral play during SS-1 schedule. Regarding the measurement of endplay, since ALSTOM manual calls for measurement only during mounting of CTRB, committee investigated the origin of this recommendation (i.e. measurement of endplay in service). However, no knowledge could be gleaned from RDSO in this regard.

4.3.4 During visit of JUDW shop the committee observed that measurement of the endplay is quite subjective and it is not possible to get the recommended values. A reference has already been made by JUDW to RDSO in this regard.

4.3.5 At Lower Parel workshop it was informed that since the endplay test is subjective, (dependent on the athletic capacity of the person applying the force), they are not doing the endplay examination.

4.3.6 Hence the committee recommends that the endplay in service should be done only if: • The OEM specifically recommend so• JUDW references are addressed by RDSO


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4.4 Bogie Springs

4.4.1 Regarding Bogie Springs, ALSTOM has recommended attention to Springs after 10 lakh km (because of higher earning in Europe, the 10 lakh was done after 2 years). In Indian conditions this translates to approx three years of service.

4.4.2 However CAMTECH recommended thorough cleaning of spring in dissembled condition and visual inspection for cracks, damage, corrosion and breakage in SS-1 and SS-2 schedules. Testing of spring was recommended in SS-3 schedule.

4.4.3 Recently RDSO has issued detailed and comprehensive guideline for minimizing spring breakage cases and consolidating maintenance instructions vide letter RDSO/2017/CG/CMI-01 Jan-17. As per this guideline, the springs are to be tested in SS-2 schedule.

4.4.4 It has been found that workshops are testing springs in SS-1 schedule- probably because after dismantling of bogie, it is not possible to distinguish the origin of springs between SS-1 and SS-2 schedules.

4.4.5 During the shop visits, it was found that since Lower Parel does not have flexi-coil testing machine, the LHB secondary springs are not being tested. Though Jagadhri does have a machine and secondary springs are being tested, there is absolutely no rejection in secondary springs. (It is also significant that the secondary coil springs are being steadily replaced by air springs).

4.4.6 Considering the OEM recommendations, committee recommends that spring testing should be done in SS-2 schedule only.

4.5 Bogie frame

ALSTOM had recommended the following check of bogie frame after 1.6 million km or 4 years (chapter 6 of Alstom manual) : “Perform a check on the whole frame and repair small cracks, in accordance with the manufacturer, damages and corrosion marks”.

However, CAMTECH increased the level of inspection to include the following after 1.5 years or SS-1 (Ref 12.5) : “Examine the bogie frame and bolster for cracks, damages and corrosion. Check all the welded joints with dye penetrant. If cracks are found, rectify”. It has also recommended cleaning /washing, descaling and touch up of corroded bogie frames.

Basically CAMTECH compressed the 4 yearly /1.6 million km schedule to 1.5 years/0.4million km. And added dye penetrant, washing, descaling to it. The committee


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could not find any basis for the increase in the inspection level laid down by CAMTECH. The bogie frame performance also does not warrant the preponed maintenance envisaged by CAMTECH. Jagadhri workshop data of 1150 bogies shows 0.79% rejection on account of corrosion. The bogie frames are therefore being over maintained. Hence there is a compelling case to switch back to OEM recommendations.

4.6 Ultrasonic testing of Axles

As per para 6.3 of Chapter-6 OEM Maintenance Manual of M/s ALSTOM, Ultrasonic testing of axles of FIAT Bogie should be done during W3 schedule i.e. after 8 years.

However, as per the prevalent UST testing norms of IR, CAMTECH Maintenance Manual for LHB coaches prescribed 18 month schedule for UST. (Para 12.5 of Chapter -12 of CAMTECH Manual).

Considering that the OEM had recommended 8 yearly schedule for UST, the reduction in periodicity was deliberated by the present committee. The field data does not justify 18 month UST- Jagadhri workshop had informed that no LHB axle has been found defective in the last four years. Lower Parel has also informed of nil LHB axle defect in UST. Our analysis shows that UST periodicity is not uniform i.e. UST testing periodicity on IR ranges from 6 months to 24 months. Carriage directorate informed that UST periodicity is being decided on the recommendations of M&C directorate and is based on the past experience of IR. Hence, Carriage Directorate, RDSO has written to M&C Directorate of RDSO to examine the technical feasibility of shifting UST to SS-3 schedule (MC/WA/General dt 24.9.2019). However, till the issue is examined, UST testing will need to be continued in SS-1.

5.0 Committee’s Recommendations

The committee recommends that:

I. The secondary dampers should not be tested during SS-1 schedule. Only primaryvertical damper should be tested during SS-1.

II. Spring testing should be done as per RDSO letter RDSO/2017/CG/CMI-01 Jan-17

III. Measurement of mounted endplay of CTRB during service in SS-1- notrecommended by OEM- should be stopped. However, mounted end play may bechecked when the wheel set is de-wheeled.

IV. The SS-1 schedule of AC bogies should be attended in depots and for NAC andpower car bogies the exiting practice of attention of SS-1 in workshops may becontinued.


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V. Air spring coach control arm lug problem has been solved by RCF through lugredesign. If this redesign is proven, such air spring bogies with redesignedcontrol arm should be given SS-1 schedule in depots.

VI. Visual inspection, Jet wash and paint touch up may only be done for bogieframes during SS-1 schedule in Depots.

VII. UST of FIAT Bogie Axles should be carried out as per existing periodicity of 18months till Carriage and M&C Directorate/RDSO have completed their review.

VIII. Depots should develop skill for UST testing- (as in ROH depots). The facility forultrasonic testing of Axles will have to be created in coaching depots in a definitetime period. This will also help expeditiously carrying out UST of any suspectedAxles or wheel discs in case of wheel failure for which identification fromsuspected batch.

IX. A revised SS-1 schedule has been suggested by the committee at Annexure-I.

6.0 Road Ahead:

I. The residual life of all the rubber components which are must changed in SS-2and higher schedules, is being studied by RCF/RDSO so as to ascertain theirservice life and match the must change periodicity of all rubber items withmajor schedules.

II. After due deliberations by RDSO on the UST periodicity of axles, a call may betaken to enhance the SS-1 schedule of AC coaches to 2 years and subsequent SS-2 , SS-3 schedule to 4 and 8 years respectively.

III. With the introduction of Air springs in all classes of coaches the damages ofrubber components especially the secondary rubber springs and primary bumpstops is expected to reduce drastically. This will pave way for enhancing theschedule periodicity of all the schedule of NAC coaches also.

IV. Technical specification for testing of rubber-metal bonded items for Fiat bogieneed to be reviewed as per the specification suggested by OEM e.g. Quality planand test plans, approval reports of the production tools, first article approval,Indian quality plans, test reports and first article reports and comparisonbetween the imported and Indian reports. Information/Knowledge gaps in theabove need to be filled up.

Report on Schedule revision of LHB coaches –Annexure -I

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ANNEXURE-I

12.5 Shop Schedule-I (18 Months)

The following activities shall be carried out in Shop Schedule-I.

Brake Equipment

Perform function test of the Air Brake system components:

Distributor valve

Check valve

Isolating cocks/angle cocks

Filters, indicators, test fittings.

Emergency brake valve & pull box

Brake cylinders

WSP Equipment

Brake gear pins and other bogie pins must be examined for wear and re-greasing.

Replace, if necessary.

Examine BP/FP couplings and hoses. Replace, if necessary.

Examine the Brake calipers and Brake pads for wear and damages. Replace, if

necessary.

Check the functioning of hand brake equipment. Replace the defective components.

Examine the brake discs to detect any thermal or fatigue cracks. Replace, if

necessary. Brake disc bolts should be checked for tightness.

Axle Box Instruments

Replace the earthing equipment with new/reconditioned assembly. Speed sensor

gap to be ensured

Carry out testing of WSP equipment as per OEM’s instructions.

Primary/Secondary Suspension

Inspect visually for any cracks, corrosion, damage or broken springs.

Examine the condition of lift stop pin and safety cables. Replace, if necessary.

Examine the condition of rubber and rubber/metal bonded parts for damage, cracks

and ageing. (Miner pads, rubber springs etc.). Replace, if necessary.

Dampers

Replace primary vertical damper with overhauled dampers.

Check other dampers for leakage and external damge

Replace fixings/fasteners, if necessary.

Bearings

Inspect the axle bearing (CTRB) for grease oozing and discoloration.

NOTE:

1. Bearing reconditioning is to be carried out whenever bearing is removed from axle

due to wheel-shelling / bearing failure.


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2. If new bearing or reconditioned bearing is fitted, a metal identification tag with the

mounting date shall be crimped to the brake disc near the bearing.

3. If the wheelsets are sent for reprofiling without dismounting bearings, lubricate the

lathe centres with heavy grease.

4. For reconditioning of bearings, please refer to OEM’s instructions.

Wheels and Axle

Perform a general overhaul of the axle, remove signs of corrosion, renew corrosion

protection and repaint the axle.

Check wear of wheels, if necessary, replace them.

Perform an ultrasonic test on the wheel and axle to verify absence of internal cracks

and damages.

Control Arm

Visual inspection for any crack in control arm body and lugs for cracks or any

other surface defects.

.

Bogie Frame and Bogie Bolster

Clean with water jet and examine the bogie frame and bolster for cracks,

damages and corrosion.

Touch-up with high build epoxy primer and paint as per RCF’s specification no.

MDTS 166 (Rev.2) and MDTS 094.

NOTE: Small pitting holes upto a maximum depth of 3 mm may be permitted on the

frame, provided these are a) Staggered and non continuous b) Are not

concentrated on the bottom bend portion of the side frame.(Ref: RCF’s letter

no.MD 44121 dt. 17.09.09)

Anti-Roll Bar Assembly

Examine the condition of the brackets: remove signs of corrosion, renew corrosion

protection and repaint the block.

Replace fixings, rubber joints and sealings, on condition basis.

Replace anti roll bar bearings, if necessary.

Rotation Limiter

Check condition of the steel roll and pin for wear/damages. Replace, if necessary.

Rubber and Rubber/Metal Bonded Parts

Examine the Rubber and Rubber/Metal Bonded parts for ageing / damages/ failure

of bonding. Replace, if necessary.

NOTE: RDSO has issued a checksheet for Bogie inspection of LHB coaches during SS-I

& SS-II, vide lettrer no. SV.Fiat dated 14.03.2006.

CBC

Attend the Tight lock CBC as given in RDSO’s CMI no. RDSO/2006/CG/CMI -01

Under Frame & Running Gear


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Inspect trough floor- for corrosion and damage

Inspect water tank frame- for corrosion and damage

Inspect air brake module frame- for corrosion and damage

Inspect air brake pipe lines- for corrosion and damage

Inspect water system pipe line- for corrosion and damage

Inspect emergency battery box frame- for corrosion, fixation bolt

Inspect head stock for corrosion, damage

Inspect sole bar for corrosion, damage.

Inspect Gusset plate for corrosion, damage

Inspect cross member for corrosion, damage

Water Supply

Water tank tightening bolts- for tightness

Water level Indicator - damage, leakage, working

Rubber hose connection -replace of all rubber hose connection

Drain cock protection cover - damage, availability

Water inlet cover - provided

Water tank sensor & its bracket -damage, broken

Roof

Roof sheet- inspect for corrosion, damage, cracks

Ventilator- inspect for corrosion, damage, deficiency of louvers

Roof leakage- conduct leakage test

Exterior- Coach Body

Window glasses, cracked, moist, opaque

Window glasses rubber profiles

Entrance doors out side rubber gaskets

Destination board cover with locking arrangement , function of lock

Entrance hand rails (body handles)- for tightness, condition of plating, cleanliness

Foot steps – for corrosion, damage, fixation, tightness

Ventilation grills of generator cars – for corrosion, damage, deficiency

Entrance Door (Main Door)

Entrance door glass for cracked, moist, opaque, fixing with frame.

Locking mechanism including locking cam top & locking pin bottom, universal

lock, pad lock arrangement for working condition, damage, worn out, lubrication

Locking handles for working condition

Hand safe gasket for damage, worn-out

Barrel Bolt(locking arrangement) for well positioned

Entrance door, flap complete, panel, FRP cover, arm cylinder -Remove door flap

in SS-II and fill up the gap by extending floor .

Door stopper (All types)- Condition, deficiency

Door Assembly -Proper alignment & working.


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Luggage Door

Top & Bottom Sliding Mechanism including guide rail, rollers, bearings, holding

brackets, for working condition, worn, damaged

Locking mechanism, for working condition

Key locking arrangement, for working condition

Rubber gasket , for damaged, worn out

Door Flap Elements viz. Inner & outer locking handle, louvers, etc., for bent,

broken or external damage.

Interior- Passenger Area

Upholstery-condition of cushioning, rexene, leveling.

Curtains (partition & window)-torn, stains

Upper berth fenders- fixation, tightness

PVC - aisle area-worn out, shabby look, torn.

Snack table- cracks, damaged, shabby look, cleanliness

Compartment mirror - dusty, cracked, de-silvering

Magazine pocket

Bottle holder

Coat hooks

Berth holder

Luggage racks, luggage ropes

Carpet (I class) - torn, stains, cleaned, dust free (replace if required)

Locks of ceiling panels - working condition, lubrication

Emergency window - working condition, availability of handles & instruction

stickers.

ICV pull Box

All mandatory instructions stickers - availability in good condition

Saloon Sliding Doors

Nylon wire rope -damaged, worn out

S S wire rope- damaged, worn out

Top mechanism including pneumatic cylinder - working condition, smooth

working

Guide shaft - lubrication by suitable lubricant.

Locking mechanism - working condition

Key locking arrangement - working condition

Hand safe gasket - damaged, worn out

Glass, glass film & rubber profiles - cleanliness, dusty, cracked

Grill & grill rubber profiles

Door flap elements viz. inner & outer locking handle, locking pin, moldings,

rivets etc. - bent, broken or external damage

Doorway & Gangway Area

Mirror (outside) - dusty, cracked.

Wash basin/ FRP embedding- stainless steel or FRP (painted)


Page 5 of 6

Tap (gravity or auto sensor) - for working condition, leakage

Dust bin with fire extinguisher stand - stainless steel or FRP(painted)

Floor area(anti slip PVC or aluminum chequered plate) - worn-out, shabby look,

tear off .

Cup boards for linen and catering items - working condition, broken, damaged,

availability of all fittings i.e. hinges, locks, stoppers etc.

Attendant berth/seat - damaged, torn, broken, condition & securing of holding

brackets

Square key locks of ceiling panels - working condition, lubrication

Leveling of ceiling panels

Moldings, vestibule door cover, soap dish, securing brackets of fire extinguishers

Electrical Panel door

Door elements like glass, glass gasket, door frame moulding, side & middle

hinges, key locking arrangements- damaged, alignment, working condition

CDTS Panel Door

Locking arrangement, hinges - working condition, lubrication

Lavatory Area

Mirror (inside) - cracked, poor silver plating

Wash basin - stainless steel or FRP painted, clean

Tap (gravity tap / luxury tap) - working condition, leakage

Soap dispenser - working condition, leakage

Paper roller - loose, deficient

Hopper window glass - condition of rubber, glass, operation of upper glass,

locking arrangement of upper glass

Dust bin - stainless steel or FRP(painted)

Tube light column & its fittings -crack, broken, damaged

30 litre water tank - crack, broken, damaged, leakage, clean as per procedure

given in RCF Manual

Pipes, fittings, filters, timers (after opening ceiling panel) - crack, broken,

damaged, leakage, clean as per procedure given in RCF Manual

Painting of FRP panels.

Lavatory Door (Toilet Door)

Guide roller channel - fixation, tightness, lubrication

Guide roller channel - lubrication by suitable lubricant.

Pivot (top) for fixation, tightness

Pivot (bottom) for fixation, tightness

Top roller for fixation, tightness, and lubrication.

Middle hinges gasket for damaged, worn out

Hand safe gasket for damaged, worn out

Bottom grill for damaged, bent


Page 6 of 6

Barrel bolt (locking arrangement) including arrangement for toilet occupation

indication., for working condition

Provision of extra handles (inside) & existing handles & turn-over latches -

damaged, missing.

Coat hook - damaged, missing

Door flap elements for bent, broken or external damage

Vestibule Sliding Door & Gang Bridge

Nylon belt for damaged, worn out .

Nylon/ steel wire rope for damaged, worn out

Top mechanism including pneumatic cylinder for working condition, damage,

defective

Guide shaft - lubrication by suitable lubricant.

Locking mechanism for working condition

Key locking arrangement for working condition

Male & Female hand safe gasket for damaged, worn out

Glass & glass frame for cracked, opaque

Door flap elements viz. inner & outer locking handle, locking pin, moldings,

rivets etc. for bent, broken or external damage

Gangway bridge (vestibule foot) plate including roller, channel, spring, fasteners

for damaged, working mechanism / condition

Vestibule foot plate pin for wear, damage

Vestibule foot plate split pin for wear, damage.

Vestibule Rubber for crack, damage.

report on review of maintenance schedules of lhb coaches on … · 2019-11-07 · report on...

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