C & W Hand Book PDF

 HAND Book for c&w SUPERVISORS **Hand Book for C&W Supervisors released** **On Occasion of Mechanical Officers Meet**  *Carriage & wagon Supervisors play a vital role in train operations. It is our duty to regular update their knowledge. This will ena...

 HAND Book for c&w SUPERVISORS **Hand Book for C&W Supervisors released** **On Occasion of Mechanical Officers Meet**  *Carriage & wagon Supervisors play a vital role in train operations. It is our duty to regular update their knowledge. This will enable them to ensure safe running of trains and also assist in train operations.* *It is matter of great pride that Supervisor Training Centre, Jhansi has made a hand book for C & W Supervisors. This contains the latest modifications, instructions for both Coaching & Wagon. Latest fittings in Coaching have also been included. This handbook will be very useful to the Supervisors. This should be distributed to all C & W supervisors during Training at STC.* *effort.* *Date: 29^.^06.2011* *(A. K. KANSAL)*  *Carriage & wagon supervisors play a vital role in moving the wheels of the nation. It's not only duty of C&W Supervisor to update their knowledge and skill in their field but this is necessity of the time to perform their duties with thorough technical knowledge for effectiveness & efficiency.* *It is a matter of great pleasure that Supervisors Training Centre has prepared a hand book for the C&W Supervisors. I appreciate the hard work done by STC in bringing the relevant information in the form of book.*  *Date: 13.06.2011* *(A. K. Misra)* *Supervisors Training Centre, Jhansi is playing a very important role in the training of supervisors of Mechanical Department of NCR. Besides this, it is also conducting training on Disaster Management for supervisors of all departments of NCR.* *This Hand book is inspired by our CME, Shri A.K.Kansal, who gave instructions to STC that training material should be published in the form of a book and handed over to the trainees. I compliment Shri T.S.Bhati, Principal,STC, Shri N.K.Singh, Chief Instructor-STC and Shri Rahul Kumar, Trainee J.E.(Carriage and Wagon) who have taken great pains for compilation of the material contained in this training material.* *I would also like to thank our CWE, Shri Anoop Kumar as well as CRSE, Shri A.K.Misra who have gone through the training material at draft stage and have given many valuable inputs before it was published in the final form.* *We hope that the C&W Supervisors who are given this booklet will find it very useful in their day-to-day working.*  *Date: 14.06.2011* *(Ashesh Agrawal )* *Carriage & wagon rolling stock is back bone of Indian Railway. C & W Supervisors play a vital role to maintain C & W Rolling stock, in operative, maintain punctuality & reduce line failure, detachment of coach/wagon. It is duty of C&W supervisor to update/ upgrade his knowledge in his field.* *Supervisor Training Center is imparting training to C & W supervisor it is basic moral duty of training center to upgrade and update the knowledge of C & W supervisor. This is a step towards this effort. A compendium in the form of book of carriage & wagon with latest development in the field of rolling stock is made. The purpose of this book is to upgrade the knowledge of C&W supervisor & punctuality will improve Line Failure, Detachments will reduce.* *I express my sincere thanks to CME Shri A.K.Kansal for his inspiration & direction to issue a teaching material in form of book. I also express my sincere thank to CWE Shri Anoop Kumar , CRSE Shri A.K.Mishra and CWM Shri Ashesh Agrawal for their valuable guidance.* *Content of this book has been collected from different references, this book should not be quoted for any technical/ legal references.* *This is first attempt in this direction, advice / suggestions are hearty welcome. There may be some error in the printing of book or context of topic. I shall be personally obliged for giving your valuable advice / suggestions so that corrective actions may be to taken on the matter.* *Thanks* *With Regards*  *(Tej Singh Bhati)* scan2.jpg -- --------- -- ------------- **1.** **1** **2.** **1-10** **3.** **11-12** **4.** **13-18** **5.** **19** **6.** **20-21** **7.** **22-23** **8.** **24-31** **9.** **32-35** **10.** **36** **11.** **37** **12.** **38-41** **13.** **42** **14.** **43-46** **15.** **47-48** **16.** **49-50** **17.** **51-58** **18.** **59-63** **19.** **64-73** **20.** **74-78** **21.** **79-83** **22.** **84-86** **23.** **87-97** **24.** **98-102** **25.** **102-110** **26.** **111-114** **27.** **114-117** **28.** **118-121** **29.** **122-127** -- --------- -- ------------- +-----------------+-----------------+-----------------+-----------------+ | | | | | +-----------------+-----------------+-----------------+-----------------+ | | | | | +-----------------+-----------------+-----------------+-----------------+ | | | | | +-----------------+-----------------+-----------------+-----------------+ | | | | | +-----------------+-----------------+-----------------+-----------------+ | | **1.** | | **128** | +-----------------+-----------------+-----------------+-----------------+ | | **2.** | | **129-131** | +-----------------+-----------------+-----------------+-----------------+ | | **3.** | | **132-138** | +-----------------+-----------------+-----------------+-----------------+ | | **4.** | | **139-141** | +-----------------+-----------------+-----------------+-----------------+ | | **5.** | | **142-144** | +-----------------+-----------------+-----------------+-----------------+ | | **6.** | | **145-147** | +-----------------+-----------------+-----------------+-----------------+ | | **7.** | | **148-152** | +-----------------+-----------------+-----------------+-----------------+ | | **8.** | | **153-155** | +-----------------+-----------------+-----------------+-----------------+ | | **9.** | | **156** | +-----------------+-----------------+-----------------+-----------------+ | | **10.** | | **157-160** | +-----------------+-----------------+-----------------+-----------------+ | | **11.** | | **161** | +-----------------+-----------------+-----------------+-----------------+ | | **12.** | | **162-164** | +-----------------+-----------------+-----------------+-----------------+ | | **13.** | | **165-171** | +-----------------+-----------------+-----------------+-----------------+ | | **14.** | | **172-173** | +-----------------+-----------------+-----------------+-----------------+ | | **15.** | | **174-179** | +-----------------+-----------------+-----------------+-----------------+ | | **16.** | | **180-196** | +-----------------+-----------------+-----------------+-----------------+ | | **17.** | | **197** | +-----------------+-----------------+-----------------+-----------------+ | | **18.** | | **198-200** | +-----------------+-----------------+-----------------+-----------------+ | | **19.** | | **200-208** | +-----------------+-----------------+-----------------+-----------------+ | | **20.** | | **209-211** | +-----------------+-----------------+-----------------+-----------------+ | | **21.** | | **212-213** | +-----------------+-----------------+-----------------+-----------------+ | | **22.** | | **214-216** | +-----------------+-----------------+-----------------+-----------------+ | | **23.** | | **217-220** | +-----------------+-----------------+-----------------+-----------------+ | | **24.** | | **221-226** | +-----------------+-----------------+-----------------+-----------------+ | | **25.** | | **227** | +-----------------+-----------------+-----------------+-----------------+ | | | | **228-229** | | | | | | | | | | **230-232** | +-----------------+-----------------+-----------------+-----------------+ | | | | | +-----------------+-----------------+-----------------+-----------------+ ***[INTRODUCTION OF CARRIAGE & WAGON ]*** ***[Role of C&W in Railways]*** A. ***Related with Open Line working** :-* i. ii. iii. B. ***Related with Work -Shop working :-*** i. ii. iii. ***[Classification Of Rolling Stock]*** ***Rolling Stock**: - It is a term for the stocks of coaching, freight (Goods) & Locomotive.* ***Coaching Stock: -** All coaching vehicles including self propelled units such as rail cars, electrical multiple units (luggage & brake van) fit to run with coaching stock are known as coaching stock.* ***Goods Stock:** - All goods stock other than coaching stock whether attached to passenger or goods train is known as goods stock.* ***Coaching Stock (Vehicle):** - It is a term used only for coaching stock. There are two types of Coaching Stock* *1) **Passenger coaching vehicle** **(PCV):** - A vehicle in which whole or partial portion is being utilized for carrying passengers.* *2) **Other coaching vehicle(OCV):** - It comprises salons, inspection cars, medical cars, tourist cars, parcels & horse van, composite luggage Power Cars, Pantry Cars & brake van.* ***[Types Of Coaches]*** ***1) ICF:** - Integral Coach Factory. (Perambur, Chennai) & Rail Coach Factory, Kapurthala (Punjab)* *2) **[LHB COACHES]:** LHB body with FIAT bogie (Linke Holfmann Busch -- German):-* *Maximum Permissible Speed 160 kmph* *3) **[Hybrid Coach]:** LHB Body on Modified ICF Bogie -- Running in same of the Duranto Rake.* ***Dimensions of Coach Shell --*** ***ICF*** ***LHB/ HYBRID*** ------------------------------ ----------------------------- ------------------- ***Length Over Buffer*** *22296 (mm)* *24000(mm)* ***Length Over Head Stock*** *21336 (mm)* *23540(mm)* ***Width*** *3245 (mm)* *3030(mm)* ***Height From Rail Level*** *3886 (old)4025 (new) (mm)* *4025(mm)* ***Codal Life*** *25(Years)* *30(Years)* ***[MAIN COMPONENTS OF ICF BOGIE]*** ***UNDERFRAME:-*** +-----------------------------------+-----------------------------------+ | *i) Sole bar* | *iii) Transom* | | | | | *ii) Head stock* | *iv) Longitudinal bar* | +-----------------------------------+-----------------------------------+ ***PRIMARY SUSPENSION:-*** +-----------------------------------+-----------------------------------+ | *i) Dash pot* | *v) Axle box safety bolt* | | | | | *ii) Dash pot spring* | *vi) Axle box wing & lug* | | | | | *iii) Dash pot protection tube* | *vii) Safety strap & safety loop* | | | | | *iv) Air vent screw* | *viii) Axle box & axle box plate* | +-----------------------------------+-----------------------------------+ ***SECONDARY SUSPENSION:-*** +-----------------------------------+-----------------------------------+ | *i) Bogie bolster upper plank* | *viii) Anchor link* | | | | | *ii) Bogie bolster lower plank* | *ix) Centre pivot cotter, split | | | pin & cup* | | *iii) Suspension link, link pin & | | | stone* | *x) Silent block* | | | | | *iv) Bolster spring* | *xi) Side bearer housing* | | | | | *v) Vertical shock absorber* | *xii) Side bearer metal plate* | | | | | *vi) Safety strap & safety loop* | *xiii) Side bearer bronze wearing | | | piece* | | *vii) Equalizing stay rod* | | +-----------------------------------+-----------------------------------+ ***BRAKE GEAR:-*** +-----------------------------------+-----------------------------------+ | *i) Brake beam* | *v) Floating lever* | | | | | *ii) Brake beam hanger & safety | *vi) Curved pull rod* | | bracket* | | | | *vii) Equalizing truss bar* | | *iii) Brake safety wire rope* | | | | *viii) Palm end* | | *iv) Brake shoe & key* | | +-----------------------------------+-----------------------------------+ ***[SALIENT FEATURES OF ICF A/C (ALL COIL) BOGIE]***  1. *Bogie is designed to run on Indian Broad Gauge Track (1676 mm).* 2. *Provision of coil spring at primary & secondary suspension so that bogie is known as All Coil Bogie.* 3. *Bogie Head Stock is provided with pressed T- section and sole bar is with pressed I-section, but at the location of link brackets it is in box section.* 4. *Transom -- Previously it was in C-section but now a days it is in Box section to be more robust.* 5. *Wheel Base of bogie is 2896 mm.* 6. *Weight Transmission - By 2 side bearer located at distance of 1600 mm.* 7. *Guidance of bogie Lateral and Longitudinal both with the use of Centre Pivot pin located at the center of bolster.* 8. *Wheel Guidance lateral and longitudinal both with the use of 2 nos. of Dash Pot guide per Axle Box Wings welded at sole bar.* 9. *Axle Capacity - 13 T -- For Non A/C coach* *16 T -- for A/C coach and WLRRM coach* 10. *Roller Bearing -- Double Roll Self Aligned Spherical Roller Bearing.* 11. *Axle -- Solid and Straight* 12. *Wheel Diameter -- New -- 915 mm* *Condemn -- 825 mm (workshop release size - 833 mm).* *Ref: Rly. Board's Letter No. G2/ M(c)/151/2 vol.- V dated 25/01/2011* 13. *Shock Absorber -- Provided on Secondary suspension between Bolster and Lower plank ( 2 nos. of each Bogie).* *2 nos. of lateral shock absorber are being provided in ICF Bogie to be utilized for Hybrid Coach.* *14) Vertical Hydraulic Dampers -- 2 nos. per Axle Box Vertical telescopic hydraulic Dashpots are provided.* *15) Fitment of brake block - Clasp type brake block arrangement is provided with the use of brake shoe head and brake beam.* *16) 2 nos. equalizing stay rods per bogie are utilized to maintain the distance between both the lower planks and to maintain lateral thrust occurring during run.* *17) Provision of Anchor link -- 2 nos. per bogie with the provision of silent bushes are provided diagonally between bogie transom and bolster to work as a media to transmit the draw and braking force from trolley to body and body to trolley vice versa.* *18) Piston Stroke -- In conventional type Air Brake system 90 ± 10 mm and in BMBC within 32mm should be maintained.* *19) Provision of Running Clearance:-* *a) 'A' Clearance: - For 13 T -- 43 +0/-3 mm, For 16 T -- 27 +0/-3 mm* *It is a clearance to be provided between axle box crown & safety bolt.* *b) 'B' Clearance: - It is a clearance to be provided between bolster top & bottom of sole bar that should be 40 +/- 5 mm to all type of bogie.* *20) Riding index: - ICF bogie -- 3.25 to 3.50* *21) Truss bar Hanger: - Strength with double eye hole.* *New length -235 mm. , Old length -- 205 mm* *22) Journal Size: - Dia. -- 120x113.5 mm (sleeve mounted), 120x130.5 mm (direct mounted)* *23) Journal Centre: - 2159.5 mm* *24) Speed: - Fit to run up to 110 kmph. (Trial has been conducted up to 140 kmph.)* **[WEIGHT TRANSMISSION OF ICF COACH ]** BODY FLOOR BODY UNDERFRAME BODY BOLSTER BODY SIDE BEARER BOGIE SIDE BEARER BOGIE BOLSTER BOGIE LOWER PLANK BOGIE SOLE BAR AXLE BOX WINGS AXLE BOX HOUSING ROLLER BEARING JOURNAL AXLE WHEEL DISC TRACK GROUND **[DRAFT FORCE TRANSMISSION OF ICF COACH ]** SCREW COUPLING HEAD STOCK OF UNDERFRAME CENTER PIVOT BOGIE BOLSTER ANCHOR LINK BOGIE TRANSOM BOGIE SOLE BAR DASHPOT GUIDE BUSH DASHPOT FLANGE AXLE BOX WINGS AXLE BOX ROLLER BERAING JOURNAL AXLE WHEEL DISC **[BRAKING FORCE TRANSMISSION OF ICF BOGIE TO BODY ]** BRAKE CYLINDER PISTON ROD BRAKE SHAFT HORIZONTAL LEVER SAB PULL ROD TRUSS BAR BRAKE BLOCKS WHEELS JOURNAL AXLE BOX DASHPOT ASSEMBLY BOGIE SOLE BAR BOGIE TRANSOM ANCHOR LINK BOGIE BOLSTER CENTER PIVOT BODY 1. ***AXLE BOX GUIDE WITH DASH POT ARRANGEMENT*** ***[Common Defects Found In Axle Guide Assembly, Causes And Their Remedial Action] :*** +-----------------+-----------------+-----------------+-----------------+ | ***Sr. No.*** | ***Defect*** | ***Reasons*** | ***Remedies*** | +=================+=================+=================+=================+ | *1.* | *Perished | *Poor quality | 1. *Replace | | | rubber packing | of rubber | rubber | | | ring.* | packing ring* | packing | | | | | ring at | | | | | every | | | | | examination | | | | |.* | | | | | | | | | | 2. *Use only | | | | | rubber | | | | | packing | | | | | rings | | | | | conforming | | | | | to IRS | | | | | specificati | | | | | ons.* | +-----------------+-----------------+-----------------+-----------------+ | *2.* | *Axle guide | *Initial | 1. *Maintain | | | found worn on | difference in | difference | | | one side* | wheel diameters | in wheel | | | | on same axle | diameters | | | | more than 0.5 | on same | | | | mm.* | axle within | | | | | 0.5 mm. Use | | | | *Coach is not | wheel | | | | leveled.* | diameter | | | | | gauge with | | | | | minimum 0.2 | | | | | mm | | | | | accuracy.* | | | | | | | | | | 2. *Level the | | | | | coach.* | | | | | | | | | | 3. *The | | | | | squareness | | | | | and | | | | | alignment | | | | | of axle box | | | | | guides | | | | | should be | | | | | checked | | | | | with | | | | | alignment | | | | | gauges and | | | | | corrected.* | | | | | | | | | | 4. *Vent holes | | | | | should be | | | | | sealed with | | | | | gaskets | | | | | screw | | | | | tightened | | | | | well after | | | | | topping.* | +-----------------+-----------------+-----------------+-----------------+ | *3.* | *Axle box | *-do-* | *-do-* | | | springs rubber | | | | | upper spring | | | | | seat | | | | | (protective | | | | | tube)* | | | +-----------------+-----------------+-----------------+-----------------+ | *4.* | *Guide bush | *-do-* | *-do-* | | | worn.* | | | +-----------------+-----------------+-----------------+-----------------+ | *5.* | *Lower spring | *-do-* | *-do-* | | | seat surface | | | | | worn.* | | | +-----------------+-----------------+-----------------+-----------------+ | *6.* | *Guide ring | *Axle guide is | 1. *Guide | | | broken* | hitting lower | securing | | | | spring seat.* | bolt should | | | | | not project | | | | *Weld joint of | out of | | | | lower spring | guide cap.* | | | | seat and tube | | | | | is porous or | 2. *Use good | | | | cracked.* | quality | | | | | upper and | | | | | lower | | | | | rubber | | | | | washers and | | | | | correct | | | | | number of | | | | | compensatin | | | | | g | | | | | rings in | | | | | the axle | | | | | box guide | | | | | assembly.* | | | | | | | | | | 3. *Adjust ABC | | | | | clearance | | | | | on leveled | | | | | track.* | | | | | | | | | | 4. *Strip and | | | | | re-weld | | | | | lower | | | | | spring seat | | | | | correctly.* | +-----------------+-----------------+-----------------+-----------------+ | *7.* | *Broken/distort | *-do-* | *-do-* | | | ed | | | | | spring clip of | | | | | guide cap.* | | | +-----------------+-----------------+-----------------+-----------------+ | *8.* | *Guide cap | *-do-* | *-do-* | | | securing | | | | | assembly | | | | | broken.* | | | +-----------------+-----------------+-----------------+-----------------+ | *9.* | *Lower spring | *-do-* | *-do-* | | | seat scored and | | | | | dent mark on | | | | | guide cap.* | | | +-----------------+-----------------+-----------------+-----------------+ | *10.* | *Dust shield | *-do-* | *-do-* | | | spring | | | | | broken/distorte | | | | | d.* | | | +-----------------+-----------------+-----------------+-----------------+ | *11.* | *Dust shield | *-do-* | *-do-* | | | twisted or | | | | | damaged.* | | | +-----------------+-----------------+-----------------+-----------------+ | *12.* | *Guide threads | *-do-* | *-do-* | | | damaged.* | | | +-----------------+-----------------+-----------------+-----------------+ | *13.* | *Leakage from | *-do-* | *-do-* | | | lower* | | | +-----------------+-----------------+-----------------+-----------------+ 2. ***[Air Vent Screws]:** On the bogie side frames, directly above the dash-pots, tapped holes are provided for replenishing oil in the dash pots. Special screws with copper asbestos washers are screwed on the tapped hole to make it air tight.* 3. ***[Bogie Bolster Suspension]:** The bolster rests on the bolster coil springs - two at each end, located on the lower spring beam which is suspended from the bogie side frame by means of bolster-spring-suspension (BSS) hangers on either side. The two anchor links diagonally positioned are provided with silent block bushes. The links prevent any relative movement between the bogie frame and coach body.* 4. ***[Springs]:** In ICF bogie, helical springs are used in both primary and secondary suspension. The springs are manufactured from peeled and centre less ground bar of chrome vanadium/chrome molybdenum steel.* 5. ***[Centre pivot arrangement]:*** 6. ***[Side Bearers]:*** ***[Wear limit for wearing plate]:*** ***New size :** 10 mm **Condemning size :** 8.5 mm* ***[Wear limit for wearing piece]:*** ***New size :** 45 mm **Condemning size :** 42 mm* ***6. [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 tractive and braking forces. The anchor links are fitted with silent block bushes* 7. ***[Silent Block]:** This is a synthetic rubber bush fitted in anchor link and center pivot of ICF bogies to transmit force without shock and reduce noise.* 8. ***[Brake Rigging]:** Brake rigging is provided to control the speed of the coach by transferring the braking force from the brake cylinder to the wheel tread. Brake rigging can be divided into two groups i.e. Bogie mounted brake rigging and coach under frame mounted brake rigging.* A. ***[Coach Under Frame Mounted Brake Rigging]:** In 16.25 t axle load bogie the four lever used in bogie brake rigging are each with lever ratio of **1:1.376** hence the total Mechanical advantage in a bogie is **5.504**.* B. ***[Bogie Mounted Brake Rigging]:** Bogie brake rigging has been modified to incorporate a total mechanical advantage of **7.644** per bogie for non-ac coaches and **8.40** per bogie for ac coaches* 9. ***[Equalizing 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.*  10. ***[Bolster Spring Suspension (BSS) Hangers]:** 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.* 11. ***[Shock Absorbers]:** Hydraulic shock absorbers with capacity of **600 kg** at a speed of 10 cm/sec. are fitted on 13 ton bogie & 900 to work in parallel with the bolster springs to provide damping for vertical oscillations.* ***[LIFTING OF THE BODY FROM THE BOGIE:-]*** A. ***[Required Tools & Equipments]:-*** ***B)** **[Other Tools:-]*** ***C) [Items to be disconnected before lifting of a body]:**-* ***[Buffer Height Adjustment:]** causes of low buffer height in ICF coaching stock* a. *excessive wear of wheel (circumference)* b. *Due to loss of proper stiffness of coil spring provided on primary and secondary suspension.* c. *Due to excessive wear on side bearer's metal & bronze piece.* ***Piece*** ***New size*** ***Condemning size*** ------------- ---------------- ----------------------- *Steel* *10 mm* *8.5 mm* *Bronze* *45 mm* *42 mm* d. *Due to excessive wear on link brackets, stone & pin provided on secondary suspension arrangement.* - *Maximum buffer height = 1105 mm \[In empty condition\]* - *Minimum buffer height = 1030 mm \[In loaded condition\]* - *Minimum buffer height of coaching stock should not be less than 1090 mm at the time of releasing of coach from POH Workshop.* ***[Procedure to achieve buffer height for ICF coaches.]*** - *To achieve buffer height a standard size of wooden packing pieces are used which are kept below the coil springs of primary suspension.* - *New Wheel dia :- 915 mm* - *Condemning :- Solid Wheel: 813 mm.* ***Sr No.*** ***Wheel Diameter (mm)*** ***Thickness of Wooden Packing (mm)*** -------------- --------------------------- ---------------------------------------- *1.* *Below 889 up to 863* *13* *2.* *Below 863 up to 839* *26* *3.* *Below 839 up to 819* *38* *4.* *Below 819 & below* *48* ***[Note]:- [ ]*** 1. *If required 6 mm compensating metallic ring can also be used. If further required wooden packing in half's can be utilized in 8 mm & 12 mm thickness but, it should be ensured that total thickness of wooden half packing + compensating ring should not be more than 20 mm.* 2. *Gap between axle box lug & safety loop also should not to be less than 40 mm.* 3. *Running clearances i.e. 'A' & 'B' also should be ensured.* ***[ICF COACH SHELL / BODY]*** ***[Salient Features of ICF Coach Shell / Body]*** 1. ***All Metal :-** ICF coach shell is made up of steel channels frames of thin sections except the seats & luggage bunks which are made up of wooden members.* 2. ***Light Weight :-**The weight of coach shell is reduced due to less use of wooden members. Anti Corrosive Corten Steel (IRSM 41) is used for body fabrication purpose. As thickness of roof shell is 1.6 mm, corrugated floor side panel & end panel is only 2 mm. The use of gusset plate, knee & rivets are also avoided in under frame. Hence weight of ICF shell is reduced by 26% to 32% in respect to weight of IRS coach shell which was used in the past.* 3. ***Integral Construction:-**The shell of ICF coach is made with frame, Body side pillars, roof carlines, doors & windows, waist rail, light rail & cant rail are welded together with sole bar through side pillars. Corrugated flooring, side panels , end panels & roof are welded together by means of homogenous welding. End pillars, stanchions and side pillars are also connected with paneling work. This type of structure gives the integral construction of coach body which forms the big tubular hollow construction which is light in weight**.*** 4. ***Anti telescopic construction:-**The shell of ICF Coach is designed to bear 45 tones of vertical load and 200 tones of longitudinal impact on side buffers. The coach body so designed that it is more strengthen at end portion as well as in passenger seating portion and less at the gallery portion. Due to which maximum kinetic energy can be absorbed by the end portion as get damaged during accident and rest kinetic energy also can be shared by corrugated flooring and other members of body shell, resulted passenger accommodation area of middle portion of shell is safe in view of damaging.* *With the result of these properties of shell entering of end portion of one coach shell is avoided to in adjacent coach body shell. For that shell construction is known as anti telescopic construction.* 5. ***Stress Skin Construction:-**The construction of the body shell in the end at side panel is multi point tag welded. As side panel is welded at waist rail, light rail, cant rail and car lines by means of CO~2~ welding provided at perfect distance. 70 % of total developed stresses are absorbed by corrugated trough flooring. Thus this multi point welding property of the end & side panel is enough to minimize developed stresses of panels during run.* 6. ***Aerodynamic shell:-** To minimize air resistance during running , the shell body is specially constructed, the roof and turn under are made up in curved shape which minimize air resistance at high speeds.* 7. ***Anti corrosive :-**To achieve anti corrosive property Corten steel **IRSM - 41** (max at turn under and lavatory portions) is being utilized for paneling purpose. At the time of manufacturing sand blasting, grit blasting is also given on panel sheet which is helpful to prepare rough surface for painting resulted less chances of corrosion. Three coats of bituminous anti-corrosive paints are also given at welded portion and for other portion red- oxides paint is applied, for anti-corrosive treatment. Holes in trough flooring are also given for proper drainage of water. Especially 200 x 135 mm size elliptical holes are given in turn under portion for proper drainage of rubbish water coming from window shell. With the help of these facilities and precaution corrosion probabilities can be minimized. 19 mm thick ply or 12 mm thick compregue ply and 2.00 mm thick PVC flooring is utilized.* 8. ***Heat resistance :-*** *To develop heat resistance property in coach shell following precaution or facilities has been provided:-* a. b. c. d. e. ***[WHEEL & AXLE]*** *1) Width of wheel -- 127 mm.* *2) Wheel diameter New -- 915 mm, Condemn - 825 mm* *3) Axle capacity -- 13 T(Non AC) -16 T(AC).* *4) Journal -- Direct mounted 120 x 130.5 mm* *5) Journal centre -- 2159.5 mm* *6) Permissible diameter variation in wheel* *a) On same axle -- 0.5 mm (for machining purpose only)* *b) On same bogie -- 5.0 mm* *c) On same coach -- 13.0 mm* ***[WHEEL PROFILE]*** ***Ref: IRCA Rule Book Part -- IV (Plate 29)***  ***[WHEEL DEFECT GAUGE]*** ***Ref: IRCA Rule Book Part -- IV (Plate 39)*** ***WHEEL DEFECTS*** +-----------------------------------+-----------------------------------+ | *Thin Flange* | | +===================================+===================================+ | *Sharp Flange* | | +-----------------------------------+-----------------------------------+ | *Radius too small at the root of | | | flange* | | +-----------------------------------+-----------------------------------+ | *Deep Flange* | | +-----------------------------------+-----------------------------------+ | *Flat faces on Tyre* | | +-----------------------------------+-----------------------------------+ | *Hollow Tyre* | | +-----------------------------------+-----------------------------------+ | *Thin Tyre* | | +-----------------------------------+-----------------------------------+ | ***Wheel Defects*** | ***Causes*** | +-----------------------------------+-----------------------------------+ | *Thin Flange* | *When the flange thickness | | | reduces from 28.5mm (New) to 16 | | | mm (Condemn) or less, then the | | | flange is called thin flange.* | | | | | | *Flange thickness is measured at | | | a depth of 13 mm from the tip of | | | the flange.* | | | | | | ***Repercussion**:- Chances of | | | busting of point due to entering | | | of flange between Tongue rail and | | | Stock rail.* | +-----------------------------------+-----------------------------------+ | *Sharp Flange* | *When the radius given at the tip | | | of flange is worn out from 14.5mm | | | (New) to 5 mm (Condemn) or less | | | is called Sharp Flange.* | | | | | | ***Repercussion**:- Shearing of | | | fish plate bolts at rail joints.* | +-----------------------------------+-----------------------------------+ | *Radius too small at the root of | *New Radius of flange at the root | | flange* | is 16R, when it is reduced to 13R | | | or below, it is called Radius too | | | small at the root of flange.* | | | | | | ***Repercussion**:- Excessive | | | lateral play result in chances of | | | mounting of flange over rail.* | +-----------------------------------+-----------------------------------+ | *Deep Flange* | *The New height of the flange is | | | 28.5mm, when it increased up to | | | 35mm or more is called Deep | | | Flange* | | | | | | ***Repercussion**:- Shearing of | | | fish plate bolts at rail joints.* | +-----------------------------------+-----------------------------------+ | *Flat faces on Tyre* | *Flatness on wheel circumference | | | is called on Flat faces on tyre.* | | | | | | 1. 2. | +-----------------------------------+-----------------------------------+ | *Hollow Tyre* | *If the groove on the wheel tread | | | is up to 5 mm or more, it is | | | called Hollow tyre.* | | | | | | ***Repercussion**:- Chances of | | | entanglement of tongue rail nose | | | with wheel.* | +-----------------------------------+-----------------------------------+ | *Thin Tyre* | *If the remaining thickness of | | | tyre is less than 25 mm, it is | | | called thin tyre.* | | | | | | ***Repercussion**:- probability | | | of breakage of tyre.* | +-----------------------------------+-----------------------------------+ ***INTERMEDIATE WORN WHEEL PROFILE FOR COACHING STOCK*** ***Worn Wheel Profile:-** Worn wheel profile is a special profile on wheel disc derived out of standard wheel profile suitable to worn shape of rail head (which are of 80% track).* *This is to minimize condemnation of disc to avoid frequent wheel changing re-profiling & enhance the life of the wheel.* *Three intermediate worn wheel profile are developed to increase the life of wheel* - *25 mm, 22 mm & 20 mm* ***TABLE -- INTERMEDIATE WORN WHEEL PROFILE*** +--------+--------+--------+--------+--------+--------+--------+--------+ | ***Thi | ***D1* | ***D2* | ***D3* | ***R1* | ***R2* | ***R3* | ***R4* | | ckness | ** | ** | ** | ** | ** | ** | ** | | of | | | | | | | | | Flange | ***(mm | ***(mm | ***(mm | ***(mm | ***(mm | ***(mm | ***(mm | | (mm)** | )*** | )*** | )*** | )*** | )*** | )*** | )*** | | * | | | | | | | | +========+========+========+========+========+========+========+========+ | *25* | *38.5* | *65.5* | *91* | *11.5* | *14* | *100* | *330* | +--------+--------+--------+--------+--------+--------+--------+--------+ | *22* | *35.5* | *65.5* | *91* | *10* | *14* | *100* | *330* | +--------+--------+--------+--------+--------+--------+--------+--------+ | *20* | *33.5* | *65.5* | *91* | *9* | *14* | *100* | *330* | +--------+--------+--------+--------+--------+--------+--------+--------+ ***Worn Wheel Profile 20 mm flange Thickness***  ***[Benefits of Worn Wheel Profile]:*** - *It increases the life of wheel.* - *It decreases machining cost.* - *Less fuel consumption of the engine.* - *It increases the wheel lateral oscillation* ***[Thermal Wheel Defects]:** The following guidelines are issued to make the visual inspection of wheels during maintenance more focused and effective. The following wheel conditions should be paid special attention during the visual inspections of solid and tyred wheel discs used on coaches and EMU\'s.* *In addition to normal checks exercised on wheel condition during primary / secondary maintenance of coaches, a detailed inspection of wheels should be done when the coaches are received in sick line for attention for either scheduled or out of course attention. The wheel sets shall be inspected for the following conditions and action taken as indicated for each condition:* 1. ***Shattered Rim:** a wheel with a fracture on the tread or flange must be withdrawn from service. This does not include wheels with localized pitting or flaking without presence of any other rejectable condition.* ***2. Spread** **Rim -** If the rim widens out for a short distance on the front face, an internal defect may be present. Spreading of the rim is usually accompanied by a flattening of the tread, which may or may not have cracks or shelling on the tread. Such wheels must be withdrawn from service.* 3. ***Shelled Tread** -Shelling can be identified by pieces of metal breaking out of the tread surface in several places more or less continuously around the rim. Shelling takes place when small pieces of metal break out between the fine thermal checks. These are generally associated with small skid marks or \"chain sliding.\" Such wheels should be withdrawn from service.* 4. ***Thermal Cracks** - Thermal cracks appear on a wheel due to intense heating of the wheel arising out of sever brake binding. Such cracks occur on the tread and generally progress across the tread in a transverse & radial direction. Whenever such a crack becomes visible on the outer face of the rim or a tread crack has reached the outer edge (non-gauge face) of the rim; the wheel should be withdrawn from service. If a crack becomes visible on the outer flange face the wheel should be withdrawn from service.* 5. ***Heat checks -** Thermal cracks are deeper and need to be distinguished from fine superficial cracks visible on the tread on or adjacent to the braking surface. These are called heat checks, which are usually denser than the thermal cracks. Heat checks are caused on the tread due to heating and cooling cycles undergone by the wheel during normal braking. Such wheels do not need to be withdrawn but should be carefully distinguished from the reject able thermal cracks* ***[DOUBLE ROW SELF ALIGNED SPHERICAL ROLLER BEARING]*** ***DIRECT MOUNED ROLLER BEARING ARRANGEMENT*** ***Bearing make*** ***Radial clearance in mm*** -------------------- ------------------------------ *SKF* *0.105 to 0.296 mm* *FAG/NORMA* *0.080 to 0.185 mm* *NEI/NBC* *0.080 to 0.190 mm* ***INSPECTION OF OTHER ROLLER BEARING COMPONENTS*** *The following components other than roller bearing should be inspected during roller bearing maintenance in the workshop.* - *Axle end holes* - *End locking plates* - *End locking bolts* - *Retaining Ring* - *Collar* - *Felt ring* - *Rear and Front Cover* - *Axle box housing* ***[DEFECTS ]*** +-----------------------------------+-----------------------------------+ | 1. *Flecked rollers-* | 4. *Locking stud loose or | | | broken* | | a. *Pitted* | | | | 5. *Roller seized* | | b. *Burn* | | | | 6. *Over greasing* | | c. *Dented* | | | | 7. *Less grease* | | d. *Excessive worn* | | | | 8. *Contaminated grease* | | e. *Smearing* | | | | 9. *Felt ring broken* | | 2. *Cage broken* | | | | 10. *Retainer ring broken* | | 3. *Corrosion* | | | | 11. *Excessive lateral play* | +-----------------------------------+-----------------------------------+ ***[Draw & Buffing Gear:]*** ***[Draw Gear]:** It is a vital component of rolling stock, which is utilized to connect the one rolling stock to another to form a train & also to transmit draft forces from engine to last vehicle. It is located at both the ends in the centre of the body under frame head stock. Mainly two types of draft gear are being utilized in Indian Railways.* i. *Conventional Draft Gear* ii. *Centre Buffer Coupler* *Main components of conventional draw gear are as under:-* +-----------------------------------+-----------------------------------+ | 1. *Draft Hook.* | 6. *Washer* | | | | | 2. *Draft Links* | 7. *Bent Pin( U-Pin)* | | | | | 3. *Draft Key* | 8. *Hexagonal Nut.* | | | | | 4. *Draft Spring/ Draft Pad.* | 9. *Screw Coupling* | | | | | 5. *Cotter* | | +-----------------------------------+-----------------------------------+ *Parts of Screw Coupling.* +-----------------------------------+-----------------------------------+ | I. *Shackle.* | V. *Screw Rod.* | | | | | II. *Link.* | VI. *Washer.* | | | | | III. *Trunnion Nut.* | VII. *Gravity Lever.* | | | | | IV. *Ferrule.* | | +-----------------------------------+-----------------------------------+  *In 1984 use of Enhanced Screw Coupling was started, which is again modified in 1998.To identify this coupling a Dumbal mark is stenciled at both the side of coach end body.* *Length of coupling when fully opened -- 997 mm* *Length of coupling when fully Tight -- 751 mm* *Modification:* +-------------+-------------+-------------+-------------+-------------+ | *Sl. No.* | *Descriptio | *Non | *Modified* | *Remark* | | | n* | Modified* | | | +=============+=============+=============+=============+=============+ | *1* | *Working | *36 Tonnes* | *36 Tonnes* | | | | Capacity* | | | | +-------------+-------------+-------------+-------------+-------------+ | *2* | *Proof Load | *60 Tonnes* | *70 Tonnes* | | | | Capacity* | | | | +-------------+-------------+-------------+-------------+-------------+ | *3* | *Breakage | *Draw Bar | *130 T for | | | | Capacity* | -- 108 T* | both* | | | | | | | | | | | *S/ | | | | | | Coupling -- | | | | | | 112 T* | | | +-------------+-------------+-------------+-------------+-------------+ | *4* | *Stamping | *C -- | *IS -- | | | | Mark* | 60.61* | 5517* | | +-------------+-------------+-------------+-------------+-------------+ ***[Note]**: Proof Load Capacity of Enhanced Screw Coupling is increased from 70 T to 75 T. This must be used in all coaches including 24 coach train.* ***[BUFFING GEAR:]** Two nos. buffers are provided on body head stock to absorb the longitudinal impacts occurred during run on both ends, at a distance of 1956 mm. The role of buffers is also to transmit push impact to its trailing end stock. The main components of Buffing Gear are as under:-* +-----------------------------------+-----------------------------------+ | 1. *Buffer Plunger* | 6. *Recoil rubber Washer* | | | | | 2. *Buffer Socket with securing | 7. *Washer* | | bolt* | | | | 8. *Nut* | | 3. *Buffer Spindle & Plug* | | | | 9. *Cotter* | | 4. *Buffing Pad* | | | | | | 5. *Destruction Tube* | | +-----------------------------------+-----------------------------------+ C:\\Documents and Settings\\STC\\My Documents\\My Pictures\\BUFFING GEAR.jpg ***Mainly Buffers are of two types:-*** *Long Case Buffer -- Length from head stock -- 635 mm* *Short Case Buffer -- Length from head stock -- 458 mm (4 WH)* ***[Other data:-]*** *Max. Height in Empty condition -- 1105 mm* *Min. Height in Loaded condition -- 1030 mm* *Allowed variation in height at same end -- 64 mm* *Allowed variation with adjacent vehicle -- 75 mm* *Max. Plunger Travel -- 127 mm* *Min. Plunger Travel -- 51 mm* *No. Of Buffing Pads per Buffer -- 14 to 16 Nos.* *Capacity of Buffing Pads -- 1030 kg m (New Type)* ***[CLASSIFICATION OF COACHING MAINTENANCE DEPOTS.]*** ***According to number of based coaches (holding Capacity), depot is classified into three categories.*** ***Sr. No Depot Number of based coaches*** *1 Minor 50 to 100* *2 Medium 100 to 250* *3 Major Above 250* ***[Standard Facilities]:-*** 1. 2. 3. 4. 5. ***[Covered Accommodation]:*** 1. *Track length of under covered accommodation for any type of sick line must be at least 4% of the holding capacity(based coaches)* *OR* *OR* *2. It is essential to provide 50% track length under a covered area with pit examination facilities.* *3. In pit there should be proper light arrangement.* *4. It should also be ensured that it is provided with drainage facilities with 1% inclination & required number of man holes.* *5. At least hoist crane in capacity 3 to 5 tones also should be provided across the track.* *6. The width of the covered accommodation should be normally 15 meters and should be normally cover two tracks under it. The gap between two adjacent track should not be less than 7.5 meters. Where overhead crane is provided. If overhead gantry is not provided the can be maintained to 6 meters.* *7. It should be ensured that proper space is provided beside the track for free and easy movement of transport vehicles as like fork lift , lister , trolleys, truck, etc.* *8. Entire covered accommodation must have adequate lighting arrangement for workers without eye strain.* ***[Office And Store Facilities:]*** 1. *Near the repair line double storey building should be provided for office, store room and staff room in which on first floor the office incharge of repair depot with attach latrine and bathroom is to be provided and also model room, training room should be provided.* *TXR\'s office cum record room also should be attached with incharge office.* *Staff room cum canteen also should be provided on first floor with separate entrance and stairs.And on ground floor store room should be provided for keeping different types of materials to be utilized for coach repair.* *A centralize tool room for working staff at ground floor also should be managed.* ***[Sickline Yard:]*** *The no. of and length of yard line should be sufficient/enough to hold coaches equal to three times of the no. of which covered accomodation to be provided for minor repairs including body repairs stabling coaches, coaches waiting for materials or heavy repairs and other spare coaches, etc.* ***[Machinery And Plant]**:* ***Sr.No. Particulars*** 1. *Self propelling whiting jacks* 2. *Coach shunter-portable wrench type.* 3. *Welding plant 200 amp capacity with double load* 4. *Gas cutting & welding equipment* 5. *Vacuum exhauster* 6. *Air compressor(150cfm)* 7. *2 tones hoist with tram beam.* 8. *Sawing machine.* 9. *Diesel jeep with 2 trolleys.* 10. *Wood cutting saw machine.* 11. *Fork lift truck.* 12. *Hand shearing machine.* 13. *Portable furnace* 14. *Centre lathe 230mm (9") chuck.* 15. *Wheel lathe.* 16. *Manipulator/fixture for bogie.* 17. *Ultrasonic testing apparatus.* 18. *Tool post grinder.* ***[TOOLS:]*** *1. Pneumatic hand tools* *(a) Grinder (b) Drill (C) Chipper/buster (d) Riveter* 2. *Electric power tools.* a. 3. *Hand tools including torque wrenches as required.* 1. *D.V. testing bench.* 2. *Air Brake cylinder overhauling testing bench.* ***[MAINTENANCE SCHEDULES TO BE FOLLOWED IN COACHING DEPOTS]*** a. *To maintain coaching stock in good condition, the following preventive maintenance schedules are prescribed to be carried out in carriage depots on divisions where rake has been based for primary maintenance.* 1. ***Trip schedule**- After every trip by primary maintenance depot.* 2. ***Schedule A** - Monthly (**1 month ± 3 days**)* 3. ***Schedule B** -Quarterly (**3 months ± 7 days**)* 4. ***IOH** - 9 months + 30 days* 5. ***POH** - 18 months* b. *Primary maintenance schedules are required to be carried out by the base depots to which coaches are allotted. In emergency, when due to any reason coaches cannot reach their base depots and primary maintenance schedules become due, A & B schedules should be undertaken by the carriage depots where the coaches are available. All schedules should be carried out by primary maintenance depot.* 1. 1. *All under gear parts are thoroughly examined.* 2. *All moving parts are lubricated.* 3. *Complete examination of buffing & draw gear for its proper functioning. Lubrication is essential.* 4. *Coupling should be free in its screw i.e. ensure easy movement of coupling.* 5. *Proper examination of primary suspension arrangement.* 6. *Ensure the leakage of dash pot and oil level of dash pot.* 7. *Proper securing of safety strap and safety loop.* 8. *Proper examination of secondary suspension. Ensure the working of spring, shock absorber, safety strap & safety loop.* 9. *Proper examination of wear in suspension link bracket, pin & shackle stone.* 10. *Examine the proper function of shock absorber & securing bolt.* 11. *Examination of equalizing stay rod for its proper securing.* 12. *Examination of proper securing of bolts & cotters & silent bushes of centre pivot.* 13. *Ensure the proper function of side bearer or its oil level.* 14. *Changing of worn & wear brake blocks & pin & adjustment of brake power.* 15. *Proper cleaning of coach from inside & outside & disinfections.* 16. *Spraying of pesticides elements.* 17. *Checking of all points & pipe joints & other fittings & filling of water tank.* 18. *Proper opening & closing of vestibule doors.* 19. *Checking of amenity & safety items.* 20. *All falls plate examination of vestibule.* 21. *Testing of alarm signal, guard van valve & its gauge.* 22. *Preparation of DRS card & brake power certificate.* ***New Policy (Recommendations) for enhancements of POH/IOH schedules of Coaching Stock.*** 1. *The revised POH periodicity from 12 to18 months is applicable to all Mail/Express coaches for which Railway shall arrange transportation of bogies from and to work shop.* 2. *A marking on the coach below return date shall be specified to distinguish 18 months periodicity.* 3. *The general sequence of coach will remain as per existing coaching maintenance manual.* 4. *The items of trip schedules; 'A' and 'B' schedules will remain same.* 5. *CMIs, SMIs and technical circulars/pamphlets issued time to time by RDSO schedules followed for necessary modification and replacements.* 6. *As per requirement of bogie as unit exchange, the bogies should be collected from workshop considering transportation time plus two days before spare.* 7. *The periodicity of overhauling of DV is changed from 24 months to 18 months (during POH)* 8. *Work shop to switch over PU painting at workshop as advised by RDSO.* 2. ***'A' schedule maintenance:*** i. ii. iii. iv. v. vi. vii. viii. ix. *(i) All items of primary/secondary maintenance schedule.* *(ii) Intensive cleaning of coaches.* *(iii) Intensive cleaning of lavatory pans and commode with specified cleaning agent.* *(iv) Thorough flushing of tanks.* *(v) Checking of water pipes, flush pipe, flushing cocks, push cocks, etc., for ease of operation and free flow of water.* *(vi) Thorough dis-infection of all compartments.* vii. viii. *(ix) Oil in hydraulic dash pots should be checked to detect oil leakage from them through defective seals or through vent screws. Add/replenish with specified grade of oil if oil level is below 40 mm in tare condition to ensure better riding comfort. Similarly oil in side bearer baths should be checked when the oil is below the plug and replenished with specified grade of oil so that wear plate is fully covered by oil.* *(x) Inspection and repairs of commode chute.* x. 3. ***[SCHEDULE \`B\'] :** Schedule \`B\' is required to be given every **three months [+] 7 days** at the nominated primary maintenance depot within the normal time allowed for primary maintenance on a washing line in rake. Coach need not be detached from the rake for purpose of this examination unless it requires such repairs which cannot be attended to on the washing line or within the prescribed maintenance time on the washing line.* i. ***Other assembly maintenance*** i. ii. iii. iv. v. vi. vii. viii. ix. 4. ***[FOR IOH]:*** *i) Coaches required for detachment for IOH.* *ii) For maintenance of major break--down/ mal-functioning of any subassembly etc. the decision whether the coach is to be detached from the formation for attending to maintenance/replacement of major subassembly is dependent on maintenance requirements, operational convenience, time availability etc. The decision is taken by the Engineer (C&W). Coach failure report should be made.* *iii) At depot, the coach that is detached for IOH is taken over to the washing line for cleaning, lubrication and minor maintenance. The coach that are detached due to a major defect in the distributor valve, brake cylinder, Auxiliary reservoir etc, is taken to the pit line for the replacement of such sub-assemblies, on unit exchange basis. The detachment of coach is carried out so as to make the maintenance or testing activities convenient and faster so that the coach is made ready for use without delay.* ***[PROCEDURE]:** The activities performed to detach a coach with Air Brake system are as under-* i. ii. iii. iv. v. vi. vii. viii. ix. 5. ***[Air brake maintenance]:*** *(i) IOH is required to be given **every nine months +30 days** at the nominated primary depot.* *(ii) Coaches are required to be detached from the rake and taken to the sick line for examination and repairs.* ***[Air brake system maintenance]:*** i. ii. iii. iv. v. vi. ***[Other assemblies maintenance]:*** i. ii. iii. iv. v. vi. vii. viii. ***Special attention should be taken for the following**:-* i. ii. iii. i. ii. iii. 1. ***Intermediate Overhauling of Shatabdi/Rajdhanni Exp. Coaches are attended in nominated workshop only.*** 2. ***Intermediate overhauling of newly built coaches are to be attended after 12 months only wheels are to be replaced*** **RPC-4 Revision-Jan 2007** ***No. 95/M/C/141/1*** ***Sub:- Revised maintenance pattern of coaching train- running up to 3500 km in round trip with terminal attention at the other ends.*** *S. N.* *Category of train* *Preventive maintenance at pit line* *Under gear/ Brake System maintenance at pit* *Internal cleaning, passenger amenity fittings and watering* *External cleaning nominated line with proper facilities* *En route/terminating* *Brake system check prior to start at plate form/at other end* --------- ---------------------------------------------------------------------------- -------------------------------------- ------------------------------------------------------------------------------------------------------------ -------------------------------------------------------------- ----------------------------------------------------------- --------------------------------------------------------------------------------------------------------------------------------- ---------------------------------------------------------------------------------------------------------------------- *1* *Mail/Exp. One way run \> 3500 km* *At primary end* *At both the ends* *At both the ends* *At both the ends* *En route after every 250-350 km location to be decided by Rly for each train. Terminating examination at terminating station.* *Complete air brake testing with fresh BPC* *2* *Mail Exp one way run \3500 km* *\-\--do\-\-\--* *\-\--do\-\-\--* *\-\--do\-\-\--* *At both the ends* *\-\--do\-\-\--* *\-\--do\-\-\--* *3 a* *Mail Exp round trip run up to 3500 km* *\-\--do\-\-\--* *Only at primary end* *\-\--do\-\-\--* *\-\--do\-\-\--* *\-\--do\-\-\--* *Only continuity check if stabled at platform for 2 hrs, otherwise brake power check with endorsement on BPC engine* *3b* *Inter connected Mail Exp round trip run up to 3500 km* *\-\--do\-\-\--* *To be done after 3500 km or 96 hrs after issue of original BPC whichever is earlier at primary end* *At primary end & each terminal* *\-\--do\-\-\--* *\-\--do\-\-\--* *\-\--do\-\-\--* *4* *Passenger trains with toilet including interconnected passenger shuttles* *\-\--do\-\-\--* *\-\--do\-\-\--* *At primary end* *\-\--do\-\-\--* *\-\--do\-\-\--* *\-\--do\-\-\--* *5* *Passenger trains without toilet* *\-\--do\-\-\--* *To be done after 3500 km or 7 days, after issue of original BPC whichever is earlier only at primary end* *\-\--do\-\-\--* *\-\--do\-\-\--* *Once a day at primary end or at nominated terminal* *\-\--do\-\-\--* *Note:- Internal cleaning, passenger amenity attention and watering may be done at platform line or nominated stabling line provide stipulated facilities are available at such line, in case the rake is stabled in yard for more than 6 hrs, positive safety arrangements should be made for the rake and in case the security is considered inadequate, the rake should be taken to pit line for attention to under gear as given under column(4) above.* ***[Difference Between IOH, POH & NPOH]*** ***Sl.No*** ***IOH*** ***POH*** ***NPOH*** ------------- ----------------------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------- ------------------------------------------------------------------------------------- *1.* *It stands for intermediate overhauling.* *It stands for periodic overhauling.* *It stands for non periodic overhauling.* *2.* *IOH of coach is attended after 9 months of POH.* *POH of Passenger carrying vehicle M/Exp -18 months,* *Time Period is not fixed for any vehicle for NPOH* *3.* *IOH of coach is allowed in sick line where facility to lift the coach is available.* *POH is allowed in nominated workshops only.* *NPOH is done only in workshop or in nominated major sick line.* *4.* *During IOH all the parts of under gear thoroughly examined and replaced if necessary.* *At the time of POH all parts of under gear are dismantled and should be replaced if there is any wear and tear.* *Only indicated defects & safety items are attended.* *5.* *At the time of IOH painting of coach is not necessary, only required places are touched up.* *Painting of whole coach is necessary.* *Complete painting of coach is not necessary, only required places are touched up.* *6.* *Profiling of wheel is necessary.* *Profiling of wheel is necessary.* *Profiling of wheel is on need based.* ***[Primary Depot and Secondary Depot]*** ***Sl.No*** ***Primary Depot*** ***Secondary Depot*** ------------- ---------------------------------------------------------------------------------------------------------- ----------------------------------------------------------------------------------------------------------------- *1.* *Maintenance works attended by based depot is called primary depot.* *Maintenance works attended by terminating depot other than based depot is called secondary depot.* *2.* *Preparation of DRS card is done by primary depot.* *Only cross checking of items as per DRS card or only shortage, missing should be provided by secondary depot.* *3.* *Primary maintenance depot is responsible to prepare history card of coach.* *Intimation to primary depot is essential whenever any major repair/maintenance is attended.* *4.* *It is duty of primary depot to ensure proper supply of brake van equipment for all originating trains.* *Secondary maintenance depot is responsible to ensure only if there is any shortfall.* *5.* *Primary maintenance depot is responsible for all types of schedules of coaches.* *Secondary maintenance does not have responsibility other than trip schedule.* *6.* *It is duty of primary maintenance depot to send the coaches for POH or NPOH if due or required.* *It is not duty of secondary depot but it assist in sending the coaches for POH or NPOH through primary depot.* ***[CORROSION AND ITS PREVENTION]*** ***[Introduction:]** When metals are put into use in various forms they are exposed to environment containing liquids, gases etc. As a result of this the surface of metal starts deteriorating. This type of deterioration or destruction may be direct chemical attack or electrochemical attack.* ***[Definition:]** corrosion is a chemical process of oxidation with metal to its surroundings, covering it into metal oxide, carbonates, hydroxide and sulfides. Oxidation takes lace only when steel surface exposed to atmosphere or moisture.* *Chemical reaction is as follows:* 4Fe + 3O2 \-\-\-\-\-\-\--2Fe2O3 ***[Example:]** rusting of iron. When iron is exposed to atmospheric conditions rusting of iron takes place. During this exposure a layer of reddish scale and powder of oxide is formed and iron becomes week.* ***[Effect of corrosion:]** Corrosion of materials is liable to performance of the product, loose their strength, ductility and certain other mechanical and physical properties.* *With the introduction of all steel coaches corrosion has become a major problem. Once starts it is very difficult to control it. This requires replacement of the component. This is much costlier than to save the existing part by proper and timely attention.* ***[Corrosion in ICF coaches:]** Corrosion in ICF coaches is very common. Corrosion repairs to coaches are mainly carried out during POH in workshops. Corrosion repairs are also done during midlife rehabilitation of coaches that are 12 to 13 years old especially at CRWS, Bhopal next POH in 24 months.* 1. *Sole bars, body pillars, turn under and trough floor below lavatories in all types of coaches and luggage compartments of SLRS.* 2. *Sole bars, body pillars, turn under and pillars above lifting pads.* 3. *Sole bars, body pillars behind the sliding doors of SLRS* 4. *Sole bars, body pillars, turn under at the door corners & near coach body bolster.* 5. *Headstock* *Inspection of under frame member for corrosion attention should be done as per technical pamphlet no 7602(rev: 1)* ***[Reason of corrosion in ICF Coach:]*** 1. *Accumulation of water, dust and salty discharge under luggage compartment in coaches.* 2. *Incorrect fitness of side panels.* 3. *Galvanic cell formation between steel and alluminium near window area.* 4. *Seepage of water at corners and ends due to water accumulation on floor.* 5. *In sufficient surface preparation before welding.* 6. *Frequent use of concentrated acids for the cleaning of toilets.* 7. *Leaky push cocks, flusher valves.* 8. *Missing/defective commode chutes resulting in splashing of toilet discharge leads to corrosion of under frame members.* 9. *Carrying of perishables items like fish in SLRS and Parcel vans and insufficient cleaning after unloading.* 10. *Entry of water through gaps in window sills.* 11. *Cracks in body panels and roof left unattended.* 12. *Painting defects left unattended.* 13. *Damage to under frame and trough floor due to flying ballast in dynamic condition.* 14. *Acid spillage from batteries.* ***[Need of Corrosion prevention]:*** 1. *To avoid premature detachment of coaches and wagons in service.* 2. *Corrosion makes wagons unfit for loading. This has a bad effect on earning capacity of railways.* 3. *There will be a shortage of wagons fit for loading if wagons are detached for corrosion repairs.* 4. *Detachment of coaches for corrosion repairs has an adverse effect on the normal composition of trains.* 5. *In monsoon season seepage of water through corroded panels spoils the consignment and railway is forced to pay compensation for the damage.* 6. *Manpower material and time involved in corrosion repairs can be controlled through proper anticorrosion measures.* *7) Losses of railway revenue i.e. losses to the nation.* ***[Inspection during POH ]*** ***1) [Inspection of sole bars, body pillars and turn under]:** [ ] Examine visually and with the help of a spiked hammer from below the coach and the inspection holes in the turn under. If corrosion is suspected at places without inspection holes 100mm dia hole should be cut at the bottom of turn under for examination. If corrosion is noticed in the bottom half of the sole bar the trough floor to be cut to a width of 300mm for inspection. In case of heavy corrosion the side wall to be cut to a width of 500mm.* ***2) [Inspection of headstock:]** Examine visually inner and outer headstock, stiffening behind buffers and the junction of sole bar and the headstock for corrosion. Examine the base buffer assembly carefully.* ***3) [Trough floor]:** Examine trough floor adjoining the lavatories and under the luggage compartment of SLRS and Parcel vans for corrosion with the hammer.* ***[Corrosion Repairs During POH]*** *1) [Repairs to under frame members]:* *2) [Repairs to Headstock]:: Only 8mm thick sheet is to be used headstock repairs.* *3) [Repairs to Sole bar:] The new sole bar section to be welded from both inside and outside.* *4) [Repairs to Side Wall Members]: For repairs to side and end wall members interior fittings interior panels & window frames are to be stripped. Repairs to be done as per RDSO sketch No. 76019.* *5) [Repairs to Trough Floor]: For trough floor repairs plywood flooring to be stripped. Repairs to be done as per RDSO instructions.* *6) [Repairs to Roof]: Special attention to be paid at locations where gutter moldings are welded and where ventilators are fitted. RDSO instructions to be followed* ***[HOW TO MINIMIZE CORROSION]*** *Corrosion in rolling stock can not be eliminated altogether. Hot and humid conditions in our country are helpful for corrosion. A change in climate also has an adverse effect. However timely action during repairs and maintenance will minimize corrosion.* ***A) [DURING POH]*** 1. *Thorough inspection giving extra attention to areas prone to corrosion.* 2. *Turn under repairs to be carried out with 5mm thick plates.* 3. *Only 8mm thick SS sheets to be used for head stock repairs.* 4. *Use stainless steel trough floor and inlays for toilets.* 5. *Use of 13mm comprege floor board instead of plywood.* 6. *Use PVC sheets for toilets and compartment floor.* 7. *Use stainless steel plates with drain holes in doorways.* 8. *Provision of tubular structure below lavatory area.* 9. *Corten steel is used for panel repairs.* 10. *Apply two coats of primer and three coats bituminous solution on all under gear members.* ***B) [IN OPEN LINE]*** 1. 2. 3. 4. 5. 6. 7. 8. 9. ***[How to apply anti corrosive paint in coaching stock].*** I. *1^st^ coat \-\-\-\-\-\-- zinc chromate* II. *2^nd^ coat \-\-\-\-\-- zinc chromate, red oxide* III. *3^rd^ coat \-\-\-\-\-\-- bituminous thin black solution* IV. *4^th^ coat \-\-\-\-\-\-- Bituminous red brown solution* V. *5^th^ coat \-\-\-\-\-\-- Bituminous primer thick black* VI. *6^th^ coat \-\-\-\-\-\-- bituminous primer silver gray* ***[Exterior paint schedule for coaches]*** *At every 5^th^ POH of a coach or if the condition of paint is not good adopt 9 days painting schedule. (A---schedule) otherwise choose 5days paint schedule.* ***[A---schedule (9---days)]*** *1^st^ day -- Remove old paint* *2^nd^ day -- One coat of red oxide zinc chromate primer* *3^rd^ day -- One coat of brush filler followed by spot putty* *4^th^ day -- Filler 2^nd^ coat (spot putty if necessary)* *5^th^ day -- Rub down with silicon carbide paper* *6^th^ day -- One coat of under coat* *7^th^ day -- Flat with silicon carbide paper. One coat of enamel finishing.* *8^th^ day -- Flat with silicon carbide paper. 2^nd^ coat of enamel finish* *9^th^ day -- Lettering and miscellaneous work* ***[C \-\-- Schedule]*** *1^st^ day -- Washing with soap solution touchup damages with primer* *2^nd^ day -- Spot putty if necessary and one coat of under coat* *3^rd^ day -- Flat with silicon carbide paper apply one coat of finishing Enamel* *4^th^ day -- Flat with silicon carbide paper apply second coat of Finishing enamel.* *5^th^ day -- Lettering and miscellaneous work* ***[Suggestions To Prevent Corrosion]:*** 1. *Supervisors involved in maintenance of rolling should be familiar with areas prone to corrosion.* 2. *Supervisors should educate their technicians about areas prone to corrosion.* 3. *Identify corrosion prone areas and inspect them thoroughly during pit line examination, sick line attention, ROH/IOH.* 4. *Suitable preventive measures to be adopted to save the affected component. Incase of heavy corrosion replace the component.* 5. *Ensure painting of wagons during ROH. painting/ paint touchup during IOH and sick line attention.* 6. *Supervisors should educate their cleaning staff so that they follow proper cleaning technique.* 7. *Ensure water tightness of covered wagons.* 8. *Educate Shunting staff so that they perform smooth shunting without damaging the rolling stock.* 9. *Ensure proper cleaning of wagons by the contract staff after Unloading.* *10) Electrical staff to be counseled about the corrosive effect of acids from batteries.* ***These small steps will go a long way in minimizing corrosion in rolling stock.*** ***[FACILITIES REQUIRED FOR MAINTENANCE OF 24 COACH TRAINS]*** ***(Railway Bd.\'s letter no. 98/M(C)/137/19 Pt. I dt. 28.7.99 & dt. 05.05.2000)*** a. ***Infra structural Requirements*** i. ii. iii. iv. b. ***Coach Design related Requirements*** i. ii. c. ***Maintenance Practices and system related requirements*** i. *The integrity of the rakes to be maintained.* iii. d. ***Operational requirements*** i. ii. iii. ***Note :** As per Railway Board Instruction now one occupied saloon & one parcel van can be attached with 24 coaches rake.* ***[NMG COACHES]*** *The coaches with age group of 20 -- 21 years or later being converted to air brake coaches during POH for the purpose to carry Automobile (Express) Auto Carrier are known as NMG coaches and the rakes formed with these coaches are called NMG rakes.* *Following are the features:-* 1. *Load carrying capacity is 12 ton minimum.* 2. *Speed 100 kmph Max.* 3. *The life of such converted coach is 30 years from the date of original manufacture.* 4. *Wider opening of 2800 mm × 2200 mm.* 5. *Improved adjustable central locking arrangement to avoid damage to the vehicle during transit.* 6. *The periodicity of POH is 24 months.* ***[Maintenance Pattern for NMG rakes]*** ***(As per Rly. Bd\'s Letter No. 91/M (C)/650/1 dated 29.5.2000)*** i. *NMG rakes may be run on goods pattern with intensive examination at both the ends, following other conditions for reroute detention in case at stabling at road side stations. In case of close circuit runs up to 2500 km, the rake may be run on round trip basis.* ii. *Close circuit rake must be clearly identified and should have a nominated base depot where adequate trained staff and spares should be available. Each NMG coach should be marked with the nominated POH workshop and return date.* iii. *The maintenance schedules of the NMG coaches will continue to be on the coaching pattern to be carried out by the base depot.* iv. *Using these coaches as parcel vans for running on piecemeal basis on passenger carrying trains is strictly prohibited.* v. *Each coach should be stenciled at a suitable place on its end panel, the code name of the base depot and a schedule chart. The date and station code of the depot where a particular schedule is carried out should be stenciled at the appropriate place in the schedule chart immediately when the schedule is completed.* ***[EXAMINATION OF TRAINS]*** ***Ref: IRCA Rule Book Part -- IV (Ch. 3)*** ***[Rolling In Examination]:** There are certain type of defects in rolling stock which can only be detected during motion of train. To deduct such type of defects rolling in examination is adopted.* *Such type of examination is carried out on all through passing trains and terminating trains.* *To carry out such type of examination C & W staff and supervisor will take position on both sides of platform / line in which train is being received.* *During examination following defects are detected.* 1. *Unusual sound of flat faces on tyre of wheel of any vehicle of train.* 2. *Whistling of hot axle boxes.* 3. *Any hanging part or loose fitting of vehicle.* 4. *Any Spring broken.* 5. *Brake binding of any vehicle.* 6. *Any component or spring suspension bracket loose/broken.* 7. *Abnormal behavior of vehicle.* 8. *Any other defects by which safety infringement.* ***[Rolling Out]:** Such type of examination is carried out to minimized detachment of vehicle particularly due to flat faces due to brake binding on tyre. It is carried out on all through passing trains and originating trains.* *The procedure of conducting such type of examination is similar to rolling in examination. Only staff and supervisor will take position for conducting examination ahead of engine instead of last vehicle. And will ensure that the brakes of all vehicles running with train are in released condition and there is no any leftover defects during halt of examination by which safety infringement.* 1. ***Examination of originating trains*** i. ii. 2. ***En route/Terminating Examination of Passenger Trains*** i. a. b. c. d. ii. iii. iv. v. vi. vii. viii. ix. x. xi. xii. 3. ***Pit Examination of Passenger Trains*** a. ***Washing and cleaning of coaches*** b. ***Platform cleaning and washing*** c. ***External Cleaning / Washing*** *i) Place the rake/coaches on the washing pit provided with equipments required for washing and cleaning. It should be ensured that the rake/coach is protected with proper board/signal for safety of the staff working on washing/cleaning job to prevent movement/disturbance in the activity. Scotch blocks with locking arrangement should protect lines and keys should be kept with Engineer (C&W) till the time rake is under maintenance.* *ii) Before starting washing and cleaning of side wall, ensure that the glass shutters and louver shutters of that side are lowered. Remove dirt/dust accumulated on shutters by compressed air or duster.* *iii) Remove old reservation charts/labels on the body panels. Splash water on old charts so that they are wet for easy separation. Care should be taken to avoid any damage to the paint.* *iv) The cleaning solution should be spread/rubbed with nylon brush or sponge brushes and then rubbed thoroughly to clean the panels. Extra attention should be given to oily and badly stained surfaces.* *v) Destination boards may be removed and cleaned with brush/duster.* *vi) Clean the external surface by high pressure jet where facilities are available.* *vii)All exterior panels including end panels should be hosed with water and brushed with diluted soft soap (detergent solution) The strength of the solution may be increased or decreased according to RDSO specification M&C/PCN/101/ 2001.* d. ***Cleaning of Toilet*** *i) Before starting cleaning of toilets ensure that all repairs in the toilets have been carried out and after cleaning no employee should enter in the toilet.* *ii) Doors and walls should be cleaned with water sprayed by high pressure jet up to waist level. Apply specified solution and rub thoroughly with sponge brush/ nylon bristle brush.* *iii) Indian style lavatory pans have to be cleaned by thorough rubbing with concentrated solution of recommended cleaning agent.* *iv) Western style commode shall be cleaned as (iii) however due care should be taken that recommended solution should not fall on commode lid which may damage/spoil it.* *v) The flooring should be rubbed with nylon bristles/sponge brush and cleaned with recommended cleaning agent. The drain holes should be cleaned thoroughly for easy discharge of water.* *vi) The mirrors in toilet should be cleaned with light wet cloth. Recommended solution should be used for cleaning the dirty portion of glasses.* *vii) After all the washing and cleaning in the toilets mentioned above, the toilets should be thoroughly cleaned with water jets and water should be flushed out. All fittings and floor should be wiped dry with a cloth.* *viii) After cleaning, spray deodorant in the toilet to remove the bad odor.* e. ***Internal cleaning of upper class AC and sleeper coaches*** i. *Collect the cigarette ends from all Ash trays, news paper from magazine bag and waste from dust bin. Sweep the whole coach with broom in sleeper coaches. Clean the floor of AC coaches with vacuum cleaner.* ii. *Remove dust from floor, berths/seat, magazine nylon wire mesh bag fitted on panels and fan guards with duster. Use of vacuum cleaner is excellent in such areas.* iii. *Also remove dust/dirt from under the berths, window sill, sliding door, railing corner and all corner & crevices of coach interior with vacuum cleaner if provided.* iv. *Ceiling panels, wall panels, cushion berths, fittings, table top, etc. should be cleaned with duster and stain marks on these should be removed by use of recommended soft detergent.* v. *Aluminum frames, strips, and other metal fittings, etc. should be cleaned with recommended cleaning agent.* vi. *FRP window frames, louvers, etc. should be cleaned with recommended solution and rubbed out by nylon brush or sponge /duster to remove stain marks.* vii. *Alarm chain handle and its holding bracket should be washed and cleaned.* viii. *The coach flooring should be rubbed with hard coir brush and PVC flooring should be rubbed with nylon bristles/sponge brush and cleaned with recommended cleaning agent.* ix. *In AC coaches, the amenity fittings and toilet fittings such as coat hanger, stools, arm rest, foot rest, towel hanger, etc. should be cleaned with duster. Stains on these items should be removed with recommended detergent solution.* x. *The compartment carpet should be cleaned with vacuum cleaner. Every month, the carpet should be cleaned thoroughly by taking it out from compartment and if necessary they should be dry cleaned in every three to four months. Before re-laying the carpet, the compartment floor should be thoroughly cleaned.* xi. *Spray recommended air freshener in the coach. No employee should be allow to enter the coach for any purpose/work after complete cleaning* xii. *Curtains in the AC Coaches and Tourist Cars should be removed for periodical washing and cleaning. Faded and damaged curtains should be replaced on condition basis.* xiii. *Precaution should be taken to prevent nuisance of cockroaches in AC coaches and pantry cars by periodical spray of recommended insecticides* xiv. *No repair works on Electrical train light/fan/AC) or Mechanical account should be left to be carried out after washing and cleaning of the coach..* f. ***Internal Cleaning of GS, SLR*** *i) Cleaning of GS, guard and passenger compartments of SLR should be done as mentioned above wherever applicable.* *ii) If necessary clean the wooden seat and their frames with recommended detergent solution and water.* iii. *Interior surfaces of parcel and luggage vans should be cleaned with recommended detergent and water.* g. ***Cleaning of buffers and screw couplings*** *i) Buffer plungers should be scrubbed with a scraper to remove dirt and muck. Thereafter, they should be wiped clean with cleaning oil and rubbed with coir rope.* *ii) Screw coupling threads should be cleaned with wire brush to remove all dirt and dust. Thereafter, it should be cleaned and given a light coat of oil. Oiling should be done on slack adjuster also.* ***[SAFETY & AMENITY FITTINGS]*** *The fittings which are provided inside the coach for Luxurious & Comfortable & also for non strenuous journey are called as " Amenity Fittings ".* ***Safety Fittings:-** The fittings which are fitted in the coach for safety of passengers & their luggage are called as " Safety Fittings ".* ***Compartment:-*** ***Amenity Fittings AC 1st Class 2nd Class Sleeper Coach Coach Coach Coach*** *Folding or Fixed Table Y Y N Y* *Tumbler Holder Y Y N N* *Waste Paper Basket Y N N N* *Mirror with Shelf below Y Y N Y* *Coat Hook Y Y Y Y* *Foot rest for Y Y N Y* *upper Birth riding* *Fans Y Y Y Y* *Upper Birth Y Y N Y* *Luggage Racks Y Y Y Y* *Light in Compartment Y Y Y Y* ***Furnishing Fittings :-*** *Shower Bath Y Y N N* *Wash Basin Y Y Y Y* *Towel Rail Y Y N N* *Push Cock & Lota Shelf Y Y Y Y* *Commode Rail Y Y Y Y* *Mirror & Shelf Y Y Y Y* *Bottle Opener Y N N N* *Liquid Soap Container Y N N N* ***Safety Fittings:- AC 1st Class 2nd Class Sleeper Coach Coach Coach Coach*** *Luggage locking wire Y Y Y N* *Alarm Chain Y Y Y Y* *Upper Birth Safety Rail Y Y N N* *Doors latch & cutch Y Y Y Y* *Doors Y Y Y Y* *Window Shutters Y Y Y Y* *Fire Extinguisher Y N N N* *Commode Rail Y Y Y Y* *Vestibule Safety brackets Y Y Y N* *Window Safety Bars N Y Y Y* ***BRAKE POWER CERTIFICATE (B.P.C)*** *This is certificate jointly signed by guard, driver and C & W supervisor prepared in triplicate by C & W supervisor after ensuring vehicle attached in train is fit to run and required amount of vacuum/pressure is maintain in engine and brake van/last vehicle. It contains train no., engine no., load, break up of load, brake power of the train, amount of vacuum/pressure in engine and brake van and first and last two vehicles number respectively.* *Revised format of BPC for coaching trains was advised vide board's letter No.98/M(C)/137/19 Pt. dated 25.08.06 S 121/2. As detailed below, certain practical situations/limitations where in the original BPC become invalid, need to look into:-* i. *Two trains starting from different stations and amalgamating into one train at an en route station.* ii. *Train originating from one station and disintegrating into two /more trains at an en route station* iii. *Trains requiring revalidation of BPC as per provisions of RPC-4 category 3 (a) , 3(b) and 4 at terminal station or wherever train engine is changed at en route station, If no TXR staff is posted at such station.* a. *For trains as in (i) above The BPCs for individual trains shall be clubbed at the intermediate amalgamating point, revalidated and the train worked up to the destination.* b. *For trains under the category (ii) above, the originating station shall issue separate BPCs for all the trains which are to be formed after disintegration at any intermediate station. At the intermediate station the respective BPCs shall move along with the train after revalidation.* c. *Whenever revalidation of BPC is to be carried out at NONTXR station, It is proposed that the exercise be carried out jointly by Guard and Driver as is prevalent for GDR checks of freight* *For the purpose of checking brakes continuity and revalidation of BPC , whenever required , it must b ensured that the