CnW Maintenance Manual PDF

CHAPTER 3- YARD MAINTENANCE Page 1 of 45 CHAPTER 3 YARD MAINTENANCE The efficient working of freight stock is closely linked to the standard of yard maintenance. Several factors a...

CHAPTER 3- YARD MAINTENANCE Page 1 of 45 CHAPTER 3 YARD MAINTENANCE The efficient working of freight stock is closely linked to the standard of yard maintenance. Several factors are responsible for good and quality examination/repairs in the yard. The method of examination is described in the succeeding paragraphs. 301. NOTIFICATION OF EXAMINATION POINTS: Railways should notify the nodal examination points authorised to issue brake power certificates for running of air brake trains on End-to-End, Premium Examination and Close Circuits patterns. These nodal points should have adequate facilities like cemented pathways, welding points, proper lighting etc. for proper examination of air brake trains. The BPC shall be issued only from these nodal examination points. 302. PATTERN OF FREIGHT TRAIN EXAMINATION: The important instructions for the examination of freight trains and issue of BPC are summarised below : 1. END TO END EXAMINATION The rake should normally be intensively examined in empty condition except when back loading of rake has to be done at stations/sidings. After such intensive examination, the empty rake should be moved to the loading station as per the requirement of traffic. i) The BPC of empty rake may have no destination mentioned. However, after loading the empty rake, the operating staff (commercial staff, if operating staff is not posted at that station) will ensure that the destination of the loaded train is clearly mentioned on the BPC and the same BPC will then become valid upto such destination. ii) No Loco pilot should move the loaded train from the loading point unless the destination is clearly mentioned on the BPC. BPC of the loaded train without destination will be considered as invalid. iii) At the destination, after unloading, the rake must be examined once again in the empty condition and the above cycle repeats. In the absence of freight train examination facilities at the unloading point, the empty rake/back loaded rake must be examined at the first freight train examination point in the direction of movement. The movement of empty rake/back loaded rake from the unloading point to the first freight train examination point will be permitted on Loco pilot and Guard‟s certificate for which the instructions given at 303 shall be followed. CHAPTER 3- YARD MAINTENANCE Page 2 of 45 The End-to-End BPC shall remain valid provided: i. The destination is mentioned on the BPC of the loaded train. ii. Rake Integrity is not disturbed by more than 04 wagons (in case of BLCA/BLCB, the maximum limit of wagons which can be detached/replaced during run are 05, i.e. 01 unit = 05 wagons) and intensively examined wagons given fitness by train examining staff may be attached as replacement. BACK LOADING OF TRAINS: When back loading is done at a station where freight train examination facilities exist, the loaded rake should be examined at that station only and BPC issued. In cases where back loading is done at a non-TXR station, such trains can be: a) Either checked by flying squad, if operationally feasible. b) Or, if it is not possible, permitted to run on a Guard & Loco pilot‟s memo for which the instructions given at para 303 should be followed. Running of trains on Loco pilot‟s and Guard‟s memo, will be permitted only up to the first freight train examination point in the direction of train movement. 2. PREMIUM EXAMINATION The BPC of premium rakes shall have a validity of 12 days with 3 days additional grace period to facilitate examination in unloaded condition. The following stamp shall be provided on the BPC of Premium rakes: This BPC is valid upto ……………….(mention date) After this date NO FRESH LOADING IS PERMITTED (3 days grace period after this date is allowed for rakes loaded upto above date) The following conditions have been prescribed for Premium rakes (vide Bd‟s letter No. 2005/ M(N)/951/13 dated 07/10. 04.2006) : I. Premium end to end rakes will be intensively examined in empty condition and certified by examination points nominated by CME & COM. Such premium examination points should either be „A‟ category or upgraded to „A‟ Category examination point. II. If any of the conditions, i.e. examination in empty condition or examination at nominated points is not satisfied, rake will not be certified as premium rake and will operate as normal end to end rake. III. Brake Power Certificate issued for such premium end to end rakes will be valid for 12 days from the date of issue. During this 12 day period, the rakes will be allowed for multiple loading / unloading. IV. After each loading / unloading, the rake will be examined by Guard and Loco pilot before commencement of journey and observations will be recorded under the  CHAPTER 3- YARD MAINTENANCE Page 3 of 45 relevant columns of the Brake Power Certificate. In case of mechanized loading/ unloading, examination by TXR is desirable. V. The rakes will be turned out with minimum 95% Brake Power. VI. After the completion of 12 days, the rakes should be offered for next intensive examination at the first examination point in the direction of movement. To avoid examination in loaded condition, a grace period of 3 days shall be permitted. However, after expiry of the grace period, i.e. after completion of 15 days after the date of issue of BPC, even a loaded premium rake shall be offered for examination at the first TXR point in the direction of movement. Further, in no case, Premium rakes shall be offered for loading through bypass routes or through yards which are not nominated for examination. After examination, the rake will be certified as premium rake subject to fulfillment of above mentioned conditions, otherwise as conventional end to end rake. VII. Movement of Premium rakes will be monitored thorough FOIS by Traffic and Mechanical departments. VIII. The format for Brake Power Certificate for Premium end to end rakes (to be printed on good quality green colour paper) is enclosed at para 315. 3. Close Circuit Rakes Examination Railway must ensure that the infrastructural facilities at all the CC examination points are upgraded to „A‟ category. (a) As far as possible, the close circuit air brake rakes should be formed from off- ROH and off-POH wagons. (b) The complete history of wagon and its components, i. e. Bogie, Draft gear, Coupler, AB System, Wheel & CTRB, etc. should be maintained by the Base Depot. (c) The Originating Brake Power for air braked goods trains running in close circuit, shall be 100 % with adequate brake block thickness (d) Further, Zonal Railways shall maintain detailed record w.r.t. enroute detachments, brake power and detachments during examination of these rakes. The BPC of CC rakes shall be valid for 6000/7500 Kms or 30 days + 5 days, whichever is earlier. Grace period of 5 days is allowed if the rake is moving towards the base depot. The following stamp shall be provided on the BPC of CC rakes: This BPC is valid up to …………………………(mention date) After this date NO FRESH LOADING IS PERMITTED (5 days grace period after this date is allowed if the rake is moving towards the base depot) e) The BPC of CC Rake issued at the nodal point shall remain valid provided: i. The kilometrage have been logged in correctly and continuously (if not, the BPC will be deemed to be valid for 20 days only from the date of issue). It is the responsibility of the crew to check that entries regarding distance are clearly and continuously recorded. CHAPTER 3- YARD MAINTENANCE Page 4 of 45 ii. The rake integrity is not changed and only the listed wagons are included. iii. The rake is running in the predefined circuit only as mentioned on the BPC. (Breaking the rake into parts and reforming the same parts, will not be deemed to have broken the rake integrity). No intermediate examination of the Close Circuit rake is required. It would be the responsibility of the Loco pilot and Guard to check the unloaded CC rake at the unloading point and ensure brake continuity before starting. f) Normally, all Close Circuit freight trains should be given intensive examination during day light hours. However, if Close Circuit freight trains are examined during night hours, minimum illumination level of 100 to 150 Lux is required for under gear examination as well as repair work of rake. g) BPC issued after thorough freight examination in empty condition must be revalidated after loading. Revalidation includes conducting brake continuity test, ensuring completeness/securing of brake gears and endorsing on intensive BPC. No wagons shall be detached from the rake unless safety is affected. CC rakes shall be subject to the following conditions: I. CC Rakes should be maintained in the examination yards which have No line of OHE Passing over the maintenance lines. II. CC rakes shall be monitored closely through FOIS by all Sr. DOMs to ensure that these rakes are worked to their respective base depots before completion of stipulated KMs/ days. Rakes with invalid BPC shall normally not to be permitted to run in service. III. All the cases of violation of this limit shall be analyzed by the concerned Division / Zone where such rake gets detected, either on run or during subsequent examination, for adequate corrective and/ or preventive action (if necessary). IV. In case Km / Days limit is breached due to lack of monitoring or otherwise, and the rake is in empty condition, it shall be pushed to nearest TXR point for Revalidation and endorsement on BPC by TXR that the train is safe to run up to the base depot. V. Such potentially unsafe rakes mentioned under (g) above, when detected in loaded condition, shall be subjected to GDR check and pushed to destination. After unloading, the empty rake shall be offered to the nearest TXR point for Revalidation and endorsement on BPC by TXR that the train is safe to run in empty condition upto its nominated base depot. VI. The potentially unsafe rakes from the point of detection to the nearest TXR point, will move on GDR check. CHAPTER 3- YARD MAINTENANCE Page 5 of 45 4. POST LOADING AND POST TIPPLING EXAMINATION [ Reference Railway Board‟s letter No. 2005/ M (N)/ 951/ 13 dated 08.02.2006 and letter No. 98/ M(N)/ 951/ 12/ Pt. 1 dated 17.05.07 ] a) After tippling, the rake should be subjected to post-tippling check either by TXR staff or by Guard and Loco pilot in case of non-provision of TXR staff in the siding. b) As local condition may vary from siding to siding, based on recommendations of CME & COM, GMs may decide whether the post-tippling check on a particular point will be entrusted to TXR staff or Guard & Loco pilot. While deciding the matter one way or other, the following may be kept in mind:- Recovery of necessary charges from the owners of such sidings in case of any defects / damages are noticed. c) Post tippling check by Guard & Driver should be done as per format given at para 303. d) Rules regarding starting of trains from non-TXR points after examination by Guard and Loco pilot should be strictly enforced. 5. GDR CHECK I. GDR check should be done for post loading/back loading of a rake. II. After tippling, the rake will be subjected to post-tippling examination and the check may be carried out by Guard & Loco pilot. III. If BPC has become invalid then GDR Check should be done before taking the rake to the nearest train examination point in the direction of movement. IV. In case of the Attachment/detachment of the wagon, or reversal of power at Non-TXR point, continuity of the Brake pipe pressure must be ensured by Loco pilot & Guard. 303. Guidelines for GDR Check (Railway Board‟s Letter No. 2002/M(N)/204/10 Vol.I dated 30.07.2009) All CBCs couplings are coupled and it should also be ensured that CBCs are locked and the operating handle properly set in the slot. a. All Air hoses pipes are properly coupled and secured. b. Air hose at the end of train is properly placed on air hose carrier.(stand) c. All the angle cocks are in open condition except for the angle cock at the end of the train which is in closed condition. d. Empty/Load device handles are kept in the correct position on loaded/empty rakes. e. Numbers of dummy/in-operative cylinders are not exceeding the limits prescribed. f. There are no loose fittings/hanging parts like pull rod, brake beam, safety brackets and brake blocks, etc. which endanger safe running of the train. g. All hand brake levers/wheels are released. CHAPTER 3- YARD MAINTENANCE Page 6 of 45 h. It shall be ensured by the Guard that all the doors of the covered & open wagons are properly closed or secured in open condition in case of perishable/lime stone consignments. i. Any other abnormalities noticed are to be recorded in the BPC. Guard & Loco pilot shall prepare a memo jointly on a plain sheet in triplicate indicating the brake power and deficiencies, if any, and shall append their signatures and both of them shall retain a copy of the same. j. Guard should obtain SM/YM‟s endorsement on two copies of the joint memo and hand over the third for SM/YM‟s record. k. SM/YM will inform the section control after making the endorsement on the joint memo and obtain clearance for the train to move. l. Continuity of the Train pipe is confirmed through VHF/Whistle code before starting the train. m. Fitment of Air Brake Gauges is mandatory by Guard of the train. n. Ensuring that the rake is cleared with twin pipe brake system if BPC has endorsement as twin pipe, subject to a compatible loco being attached to the train. 304. General Condition for Freight Train Examination: a. All freight trains should be subjected to thorough examination in empty condition at originating stations. b. In exceptional cases, the back loaded freight trains can be examined as per instructions mentioned in para 302 item 1. c. All freight trains shall be re-examined if stabled for more than 24 hours by SSE/JE (C&W) in yard and by Guard and Loco pilot in non C&W station up to next C&W point in the direction of movement for examination, as per Railway Board‟s Joint Procedure Order placed at para 304. d. Rake Integrity is not disturbed by more than 04 wagons (in case of BLCA/BLCB, the maximum limit of wagons which can be detached/replaced during run are 05 i.e. 01 unit = 05 wagons) and intensively examined wagons given fitness by train examining staff may be attached as replacement. 305. STEPS OF FREIGHT TRAIN EXAMINATION The Freight Trains shall be subject to the following examinations: a) Rolling-in / Terminating examination. b) Intensive examination of originating trains including repairs, detachment of damaged/sick wagons, brake testing, etc. c) Issue of Brake Power Certificate after ensuring brake continuity of the formed load. CHAPTER 3- YARD MAINTENANCE Page 7 of 45 306-DETAILS OF FREIGHT EXAMINATION: 306 (A). ROLLING-IN / TERMINATING EXAMINATION All terminating trains should be given rolling-in examination while entering the station/yard of the train examination depot. To carry out this examination the Train Examiner and his staff should take up positions on both sides of the lines short of the normal halting place on which the train is to be received. The following inspection should be carried out during the rolling in examination: i. In-motion inspection and observation of under gear of wagons for any loose or dangling components and flat places on tyres/wheels. ii. Immediately after the train has come to a halt, all axle boxes should be felt/ temperature measurement taken with contact-less thermometers and those, which are found running at high temperature (more than 900C), should be marked sick. iii. Examination of any abnormal behaviour of any of the vehicles or any other observation which may be related to the safety of the train. iv. The rolling-in examination must be conducted to detect any skidded wheel. v. Incoming BPC should be collected by the C&W staff. 306-B. FREIGHT TRAIN EXAMINATION AND REPAIRS - Once, the train has been offered for examination by Traffic Department, the rake should be protected at both the ends before undertaking the maintenance. IRCA Part-III shall be referred during examination. The following examination and repair activities shall be carried out: i. Inspection and repairs of running gear fittings. ii. Inspection and repairs of brake gear and spring gears. iii. Inspection and repairs of draw and buffing gear. iv. Checking and making good the deficiency of safety fittings, safety brackets, safety loops, etc. v. Replacement of brake blocks:  Brake blocks should be replaced on reaching condemning thickness as given in para 308 A.  To ensure correct fitment of brake blocks, only spring steel key as per RDSO Drg. No. W/BG-6150 should only be used.  After fitment of brake block and key on brake head fitment of split pin should be ensured. vi. Correct fitment of washers, bulb cotters and all brake gear pins to be ensured. vii. Correct functioning and positioning of empty load device. viii. Checking and proper securing of doors of covered wagons. CHAPTER 3- YARD MAINTENANCE Page 8 of 45 ix. Look for abnormal and /or unequal CBC height, Wear plate, Knuckle, etc. to the extent possible by visual examination. In case of doubt, the CBC height should be measured. x. Meticulous check of brake cylinders, distributor valves, auxiliary reservoir control chambers and other pipe points should be carried out to ensure that these are in proper working order. Isolating cocks and angle cocks to be checked for proper position. Brake cylinder should be released and checked for piston stroke as per para 308 B for empty and loaded position. xi. After brakes are released, the wheel profile should be examined visually. If any defect is noticed, it should be checked with tyre defect gauge and wagon to be marked sick for wheel changing, if required. If bent axle is suspected wheel gauging must be done. xii. The bogies, complete side frames and bolsters are to be visually examined for cracks and missing parts. Bolster springs, snubbers, spigots, centre pivots fastening, side bearer and elastomeric pads should be checked for defects, if any. xiii. Examine brake rigging components with special attention to brake beam deformation and wear on integral brake shoe bracket. Check intactness of the pull and push rods with pins, washers, split pins and cotters, etc. Hand brakes must be checked for smooth and effective operation. xiv. Visual examination of under frame members, body, door mechanism, CBC wear or deficiency of parts to be marked and their operation to be checked. xv. Brake power should be tested. xvi. Where a rejectable defect can not be attended to on the train in the yard, the wagon shall be damaged labelled for attention in the sick line. xvii. Brake adjustment shall be done as per wheel diameter by adjusting End Pull Rod hole position. xviii. Visual examination of under frame members, body, door mechanism for any defects/ damages. Attend, if necessary. 306C. AIR BRAKE TESTING OF RAKES HAVING SINGLE PIPE BRAKE SYSTEM : A rake consisting of air brake wagons should be tested with rake test rig. This rig may be used for testing the train in yard before attaching the engine. The rake test rig has compressed air supply and a mobile test rig. The mobile test rig has a cubical structure and is mounted on wheels. The following activities shall be carried out: i) Attach the locomotive/compressor through the test rig to the train & couple brake pipes. Ensure correct coupling with pipes so that there is no leakage of air from coupled joints ii) The coupling should be done with angle cocks in closed position. iii) Open the angle cocks of loco after coupling brake pipe. iv) Open the angle cock of the brake pipe on all the wagons. Check for continuity of brake pipe by reducing and rebuilding brake pipe pressure. The verification should invariably be carried out through the pressure gauge provided in Guard‟s Brake Van. CHAPTER 3- YARD MAINTENANCE Page 9 of 45 v) After the brake pipe pressure has stabilised in the locomotive and rearmost vehicle, move the driver‟s automatic brake valve handle towards application position to reduce the brake pipe pressure from 5 kg/cm2 to 4 kg/ cm2 vi) After the brake pipe pressure has been stabilised, close the brake pipe isolating cocks provided between additional C2 relay valve and brake pipe of the locomotive. vii) Wait for 60 seconds for temperature and gauge settlement. Then note the drop in pressure in the brake pipe gauge in the locomotive for five minutes. viii) The drop in brake pipe pressure gauge shall not be more than 0.25 kg/cm2 per minute. ix) Examine for leaky components, malfunctioning of distributor valves, brake cylinders, control and auxiliary reservoirs, angle cocks, BP hoses, etc. x) If the leakage rate is more then the value indicated in para viii, check for excessive leakage on individual wagon as indicated below:  A hissing sound would be audible at points where leakage is heavy.  Once the hissing sound is heard from a particular area, pin point the location of leakage by applying soap water solution.  Use of permitted material viz. Teflon tape for arresting the leakage at threaded joints. xi) In case leakage is heavy and cannot be arrested, the wagon may have to be isolated/detached xii) In case where leakage can be arrested temporarily by tape and the nature of leakage is such that it requires attention at primary depot, clear marking on the wagon must be made to draw attention of primary depot for adequate attention. xiii) In case the leakage is from the distributor valve and cannot be arrested, close the distributor valve isolating cock. In such a condition, clear marking should be provided on the wagon to indicate this defect to primary depot. Do not close brake pipe angle cocks under any circumstances either for isolation of wagons or for any other purpose whatsoever except for carrying out shunting operation after which the angle cocks should again be opened to ensure continuity of brake pipe. 306C. AIR BRAKE TESTING OF RAKES HAVING TWIN PIPE BRAKE SYSTEM Rake Test : A schematic layout of rake test rig (RTR) is shown in Fig (A). A rake of wagon stock can be tested with this Test Rig. This Rig may also be used for testing the train in yards before attaching the engine. The Rake Test Rig unit has air supply and mobile test rig. The mobile test rig is having a cubical structure and is mounted on wheels. It can be taken to the yards and sick lines. The procedure is as follows: A. Carry out Visual Examination of rake. B. Prepare Test Rig for Rake Test. C. Conduct Leakage, Service Application and Release Test. CHAPTER 3- YARD MAINTENANCE Page 10 of 45 Visual inspection is a check of air brake sub-assembly for any damage on the brake pipe, hose coupling etc and then rectifying it. The steps are :- i) Inspect loose suspension brackets and anti-pilferage devices of all air brake sub- assemblies. ii) Visually inspect for any defect/damage in the brake pipe, hose pipe, coupling etc. iii) Rectify or replace the problematic part/sub-assembly. Rake Test can be performed by using a portable device called „Test Rig‟ or by Locomotive. The Test Rig provides all facilities like locomotive to conduct the test. The source of compressed air supply to the Test Rig is through a compressor installed in the wagon depot for Brake Pipe and Feed Pipe of the test rig. The Air Dryer should also be provided just before connecting brake pipe and feed pipe for supply of dry air. Attach the rake test rig to the rake through the couplings. Carry out following tests as per the procedure given in G-97 Annexure-XI {MP guide No.11 (Rev.01) amendment No.01 of Jan-2010} for checking capability of locomotives for Charging/Releasing of train brakes, checking of leakage in the train, checking leakage in feed pipe, brake cylinder operative percentage, and procedure to be followed at way side. Note: In case rake test rig is not available testing shall be done by locomotive. Following examination must be carried out before rake testing  Hand Brakes of all wagons are fully released.  Operating handle of empty load box is in correct position i.e. 'Empty' position when wagon is empty or lightly loaded and in 'Loaded' position when wagon is loaded beyond the specified value.  Hose couplings of brake pipe & feed pipe on consequent wagons are coupled to one another to form a continuous air passage from the locomotive to the rear end of train.  All the angle cocks except those at the rear end of the train are kept OPEN.  Hose coupling at the rear end of the train is placed on hose coupling support.  Isolating cocks of Distributor Valve on all wagons are in OPEN position. 1. Checking of Continuity and Leakage in Rake: A. Attach the Diesel/Electric locomotive/Test Rig to the rake fitted with twin pipe air brake system and couple brake pipes and feed pipes. Ensure correct coupling with brake and feed pipe in a manner that there is no leakage of air from coupled joints. B. The coupling should be done with angle cocks in closed position. C. Open the angle cocks of loco after coupling feed pipe and brake pipe. D. Open the angle cock of the brake pipes and the feed pipes on all the wagons and check for continuity and leakage of brake pipe and feed pipe by reducing and rebuilding brake pipe and feed pipe pressure operating by A9 brake valve & angle cock fitted in feed pipe on locomotive (on wagon side) respectively. The verification should invariably to be carried out through the pressure gauges (BP& FP) provided in Guard's Brake Van. CHAPTER 3- YARD MAINTENANCE Page 11 of 45 Brake Pipe pressure in train (kg/cm²) S. N. Length of the train RTR/Locomotive Brake Van I UP TO 56 BOXN WAGONS 5.0 4.8 2 BEYOND 56 BOXN WAGONS 5.0 4.7 Feed Pipe pressure in train (kg/cm²) S.N. Length of the train RTR/Locomotive Brake Van I UP TO 56 BOXN WAGONS 6.0 5.8 2 BEYOND 56 BOXN WAGONS 6.0 5.7 NOTE: If the pressure is not within specified limit as given above then check for leakage in rake and correct it. Leakage Rate Test: E. After the stabilizing pressure as given in above table, move the driver's automatic brake valve handle (A-9) towards application position to reduce brake pipe pressure from 5.0 kg/cm² to 4.0 kg/cm². F. After the brake pipe pressure has been stabilized – i) Close the brake pipe isolating cock provided between additional C2W Relay valve and brake pipe of the locomotive or isolating cock of Test Rig for checking BP leakage. ii) Close the isolating cock provided between feed valve and feed pipe of the locomotive or isolating cock of FP for checking FP leakage. G. Wait for 60 sec for temperature and gauge settlement then note the drop in pressure in brake pipe & feed pipe pressure gauge in locomotive for 05 minutes. H. The drop in brake pipe & feed pipe pressure gauge shall not be more than 0.25 kg/cm²/min.. I. If the leakage rate is more than the value indicated in (H), check for excessive leakage on individual wagon as indicated below – 1. A hissing sound would be audible at points where leakage is heavy. 2. Once the hissing sound is heard from a particular area, pin-point the location of leakage by applying soap water solution. 3. Use of permitted material viz. Teflon tape arresting the leakage. J. In case leakage is heavy and cannot be arrested, the wagon may have to be isolated/detached. K. In case where leakage can be arrested temporarily by tap and the nature of leakage is such that it requires attention at primary depot, clear marking on the wagon should be to draw attention of primary depot for adequate attention. L. In case the leakage is from the distributor valve and cannot be arrested, isolation of the wagon can be carried out by closing the distributor valve isolating cock. In such condition, clear marking should be provided on the wagon to indicate this defect to primary depot. Do not close brake pipe angle cocks under any circumstances, either for isolation of wagons or for any purpose whatsoever, except for carrying out shunting operation after which the angle cocks should again be opened to ensure continuity of brake pipe. CHAPTER 3- YARD MAINTENANCE Page 12 of 45 2. Service application and Release Test: A. Move the driver's automatic brake valve handle (A-9) towards service brake application position and drop the value of brake pipe pressure(BP) between 1.3 to 1.6 kg/cm². B. Brake blocks of all wagons should apply after brake application and brake blocks on wagons are mating with the wheels after brake application. C. Check the piston stroke of all wagons, all should be within specified limit for piston strokes for different types of wagons is given in para 308B. 2 If the piston stroke is incorrect then, record “A” Dimension, it should be 70± 0 mm in empty and loaded condition. D. Check all brake cylinders. Wagons with inoperative brake cylinders should be marked unfit and detached. E. After the release of brake, the piston of brake cylinder should fully inside and brake blocks are away from the wheels. F. Guard‟s emergency brake valve: Ensure that Guard Emergency brake valve is working properly by operating it. G. BPC (Brake Power Certificate): Ensure that Loco Pilot, Guard and TXR have checked the details given in the certificate and signed for its compliance. 3. Brake cylinder operative %: 1. The trains originating from primary depot should have a brake cylinder operating percentage of 100% in case of CC rake. For premium rakes, minimum originating brake power percentage is 95% and for end to end rake is 90%. 2. Train examination staff should check the operative percentage by observing gripping of brake blocks on wheels. 4. Procedure to be followed at Way-Side Station: 1. If the leakage rate is found more than the value indicated in 1(H), locate the source and arrest the leakage as per the procedure given in 1(I). 2. In case the leakage can be arrested temporarily by tape and the nature of leakage is such that it requires attention at primary depot, clear marking on the wagon should be done to draw the attention of primary depot for adequate attention. 3. In case the leakage is from distributor valve, follow the procedure given in 1(L). 4. In case the leakage is heavy and can not be arrested and wagon has to be detached, contact the control and obtain further advice. CHAPTER 3- YARD MAINTENANCE Page 13 of 45 NOTE:1. It is clarified that the maximum originating brake power for air braked goods trains running on end to end pattern of examination shall be 90% except wherever local restrictions have specified higher levels of brake power to meet specific requirements. Exception shall only be made after prior personal approval of Chief Rolling Stock Engineer has been obtained for each individual. NOTE:2. Whenever a rake is stabled, it must be secured properly as per rules given in G&SR of Zonal Railways. *** CHAPTER 3- YARD MAINTENANCE Page 14 of 45 PROFORMA FOR RAKE TEST Type of rake : Type of Wagons : Type of DVs : BP pressure : FP pressure : S.N. Check Specified Actual 1. Pressure at last Wagon Up to 56 wagons 4.8 Kg/cm² (min.) a) Brake pipe Beyond 56 wagons 4.7 Kg/cm² (min.) b) Feed pipe Up to 56 wagons 5.8 Kg/cm² (min.) Beyond 56 wagons 5.7 Kg/cm² (min.) 2. Leakage Rate a) Brake pipe 0.25 Kg/cm²/min. (max.) b) Feed pipe 0.25 Kg/cm²/min. (max.) 3. Service Application and Release Test a) Brake application when Brakes should apply B.P. pressure reduced between 1.3 to 1.6 Kg/cm² b) Observe Piston stroke of brake Piston in applied position and cylinder brake blocks are matting the wheels c) Record the piston stroke Piston stroke should be within specified limit. d) Releasing of the brake when B.P. Piston should be fully inside the Pressure charge upto 5 Kg/cm² brake cylinder. 4. Brake cylinder operating % Trains originating from primary depot should have a brake cylinder operating percentage of 100%.(In case of CC Rake) CHAPTER 3- YARD MAINTENANCE Page 15 of 45 FIG-A CHAPTER 3- YARD MAINTENANCE Page 16 of 45 ANNEXURE for rake test Rig AIR SUPPLY SYSTEM  This consists of a compressor (1), after cooler (2), check valve (3) main reservoir (4), safety valve (5) and filter (6). All these items are to be installed in a room in a yard.  The compressor generates pneumatic pressure of 10 kg./cm2 and compressed air is stored in main air reservoir MR(4). The safety valve (5) opens out if the pressure exceeds 10 Kg./cm2. The oil and dirt will be separated out in the filter (6). The check valve (3) prevents back flow of air while compressor is off.  The compressed air line is connected to the pipe line in the sick line/yard. Angle cock and hose coupling (BP) are provided at various points depending upon the train formation and check points in sick line. MOBILE TEST RIG  The rig consists of brake hose coupling BP (8) and isolating cock (13) at the inlet of the mobile test rig. The air connection can be tapped from one of the points of sick- line. The mobile test rig is provided with driver‟s brake valve (10) and an equalizing reservoir (15).  Brake pipe in the rake is charged while driver‟s brake valve (10) is kept in released and running position. The driver‟s brake valve inlet is connected to MR. It regulates the pressure to 5 kg./cm2 through the relay valve (11). Isolating cock (13) is provided to isolate BP from driver‟s brake valve (10).  The relay valve has been provided in the system for augmenting the feeding capacity of driver‟s brake valve. The hose coupling of BP is connected to the brake pipe coupling of the rake.  The MR line is connected to the feed valve (12) and regulatory pressure of 6 kg/cm2 is obtained from the outlet. Feed pipe in the rake will be charged through feed valve (12), isolating cock (13) and brake hose coupling FP (14). TOOLS AND EQUIPMENT Rake Test Rig/Locomotive. Open End spanner 18x19” Spanner 10 mm & 12 mm CHAPTER 3- YARD MAINTENANCE Page 17 of 45 306E. COMMON PROBLEMS IN BOGIE MOUNTED BRAKE SYSTEM AND REMEDIES 1. Brake Cylinder – Leakage It is observed that dust and dirt enters the brake cylinder through the flange area, hereby causing leakage of Brake cylinder. Parts of plastic cap etc. used on Pipes are found inside the cylinder body. Dirt particles mixed with grease are also found inside the Brake cylinders. Action by en-route Action by Depot / Preventive Action operating Staff Workshop Isolate the defective BC Brake cylinder to be  The protection cap over the brake cylinder with the help of isolating replaced and defective BC to should be removed prior to its connection cock. be repaired. with hose pipe only.  Blow the BC pipeline before connecting the Brake cylinder. This can be done by making few Brake applications. 2. Brake Cylinder - Improper fitment of BC Flexible Hoses Tighten the bolts Tighten the bolts properly if Care should be taken to ensure that correct properly to prevent possible, else replace the size of hardware is used and is properly leakage, else isolate the bolts with correct size bolts. tightened to ensure trouble free service. defective BC with the help of isolating cock. 3. Brake Cylinder - Improper handling & storage resulting in damage to Brake cylinder If the outer tube is Replace the Brake cylinder Proper care should be taken in storage & damaged and the brake and the defective BC is to be handling of brake cylinders. Use trolley for cylinder is not working, repaired. movement of wooden cases of Brake Isolate the defective BC cylinder. with the help of isolating cock. If the hand brake cable Replace the Brake cylinder Proper care should be taken in storage & is damaged, hand brake and the defective BC is to be handling of brake cylinders. Use trolley for may become repaired. movement of wooden cases of Brake inoperative. cylinder. 4. Brake Cylinder – Not releasing 1.Due to malfunctioning Move the handle of Isolating Repair / replace the DV. of DV. cocks to close position to Staff should put handle vent the air from brake of Isolating cocks to cylinder. close position to vent air.Isolate the DV by moving Isolate the DV the R-charger handle to close position. 2. Due to malfunctioning The internal mechanism of of BC brake cylinder is damaged. (Action by enroute staff) Isolate the defective BC (Isolate the Brake with the help of isolating Cylinder by Isolating cock. It will release the air Replace the Brake cylinder and same to be cock) pressure from the Brake repaired. cylinder. If this doesn‟t work, remove the pin connecting the push rod and lever to free the Re-connect the system and provide the system. necessary APDs. CHAPTER 3- YARD MAINTENANCE Page 18 of 45 Suitably tie the push rod and lever to prevent it from touching the wheel. (Is this Apply brakes to adjust the system. action by W/s) 5. APM Device – Improper fitment The bracket of APM Device is not properly fitted on the underframe, as a result, the sensor arm is not properly touching the side frame on the Bogie. Action by en-route Action by Depot / Preventive Action operating Staff Workshop No action is possible. The position of the bracket Care should be taken during the welding of is to be corrected to ensure APM Device bracket on under-frame. It that the working of APM should be ensured that the sensor arm is valve is proper. correctly touching in the centre of the side frame. 6. APM Device – Improper fitment of flexible hoses If the APM Device flexible hoses are not properly fitted, they can get cut / damaged. Tie the flexible hose Provide suitable clamp to Care should be taken during the fitment by properly through some ensure that the flexible hose providing suitable clamp / bracket. suitable means to under- is not loosely hanging. frame member. 7. APM Device – Leakage from the mounting bracket connecting the pipes Action by en-route Action by Depot / Preventive Action operating Staff Workshop Tighten the bolts Tighten the bolts properly if Care should be taken to ensure that correct properly to prevent possible. size of bolts are used and properly tightened leakage. In case an incorrect bolt size to ensure trouble free service. has been used, it could have damaged the bracket also. Bracket needs to be replaced. 8. Missing of split pins – Brake Head Damage / Missing The absence of split pin above Brake head pin con result in pin moving out. Further, this could result in dropping of brake head and thereby causing the Brake Beam to touch the wheel and get damaged. Isolate the bogie by Install the new parts which Care should be taken to ensure that split pins operating the isolating have been damaged. and APDs are properly provided. cock to close position. Provide split pins & APDs in a proper manner. 9. Missing of split pins – Bogie Components damaged Isolate the bogie by Install the new parts which Care should be taken to ensure that split pins operating the isolating have been damaged. and APDs are properly provided. cock to close position. Provide split pins & APDs in a proper manner. 10. Missing of APDs – Split pin used on Brake Cylinder Pin Action by Depot / Workshop Preventive Action Provide the bush and dowel on the pin. Care should be taken to ensure that the bush and the dowel should be used on brake cylinder mounting pins. 11. Missing of APDs – On the pin of Primary Brake Beam APDs to be provided over the mounting pins. Care should be taken to ensure that the mounting pins are provided with APDs. CHAPTER 3- YARD MAINTENANCE Page 19 of 45 12. Missing of APDs – On the pin of Secondary Brake Beam Action by Depot / Workshop Preventive Action APDs to be provided over the mounting Care should be taken to ensure that the mounting pins are pins. provided with APDs. 13 Missing of APDs – On the pin of Push Rod Action by Depot / Workshop Preventive Action APDs to be provided over the mounting Care should be taken to ensure that the mounting pins are pins. provided with APDs. 14. Inappropriate APDs on APM Device Proper APD to be provided over the Care should be taken to ensure that the APD provided on APM Device. the APM Device is appropriate so that it perform its intended function. 15. Hand brake - Incorrect location of Brackets Brackets to be moved to its correct Care should be taken to ensure that the brackets locations location as per RDSO drawing. are correct as per the drawing. This can be checked by applying the brakes for proper functioning. 16. Missing of APDs – On the pin of Primary Brake Beam APDs to be provided over the mounting Care should be taken to ensure that the mounting pins are pins. provided with APDs. 17. Missing of APDs – On the pin of Secondary Brake Beam Do the necessary correction and check Care should be taken during the fitment of hand brake whether the brakes are functional. arrangement. Check the working of the hand brake arrangement by applying the brakes. 18. Missing of APDs – On the pin of Secondary Brake Beam Action by en-route Action by Depot / Preventive Action operating Staff Workshop Tie the hanging part to the Install new component. APDs should be provided to prevent the under frame to prevent it Provide the APDs to moving out of components during service. from touching the moving prevent re-occurrence. parts of wagon. 19. Wrong use of Isolating cock in BC Line In case, wherein wrong Replace the isolating cock Care should be taken to use isolating cocks isolating cock has been to with-vent type and check with vent in the BC line. During the used, if required isolate its working. testing, check the vent position of isolating the wagon through DV cock by moving the handle to closed instead of bogie. position during application and ensuring that the BC pressure gets exhausted. 306-F ISSUE OF BRAKE POWER CERTIFICATE – All freight trains after being subjected to thorough freight examination will be given a Brake Power Certificate (BPC). The standard formats for Brake Power Certificate are enclosed at para 315. The brake power certificates of End to End air brake stock will be White. The colour of BPC for Premium and CC Rakes shall be Green and Yellow respectively. The minimum originating brake power for air braked goods trains, running on end- to-end pattern of examination, shall be 90% except wherever local instructions have specified higher level of brake power to meet specific requirement. Exception shall CHAPTER 3- YARD MAINTENANCE Page 20 of 45 only be made after prior approval of Chief Rolling Stock Engineer has been obtained for each individual case.( Reference RB‟s letter No.94/M(N)/951/57 dated 29.9.95) The originating brake power for air braked goods trains, running in close circuits shall be 100 % with adequate brake block thickness. The originating brake power for air braked Premium rakes shall be 95%. Brake pipe pressure required in the air braked train with locomotive should be as follows: TABLE 3.1 Brake pipe & Feed pipe pressure required in the train No. of wagons On Locomotive Min. on last wagon Up to 56 5.0 & 6.0 Kg/Cm2 , 4.8 & 5.8Kg/Cm2 Beyond 56 5.0& 6.0 Kg/Cm2 4.7&5.7 Kg/Cm2 xiii) The following procedure should be followed to issue the BPC after attachment of the locomotive: All BP and FP hoses/ hose pipes on the train should be coupled up. The angle cocks in case of air brake stock at both ends of the wagon in brake pipe should be open. The angle cock at the end of brake van must be in closed position. Attach front wagon BP hose to BP hose & FP hose to FP hose of the locomotive. Ensure firmness and tightness of hoses with palm ends coupling and clips. Ensure that all the cut off angle cocks on brake pipes are in open position. Attend to all leaks by replacing MU washer, leaky hoses and angle cock assembly, if requisite BP & FP pressure is not coming in the last vehicle. Inoperative or defective brake cylinders should be isolated by putting the isolating cock handle in closed position. 307. PROCEDURE FOR EXAMINATION & SAFETY CERTIFICATION OF DEPARTMENTAL ROLLING STOCK: Examination and certification of the safety of wheels, under gear and structure of Brake Down crane is the responsibility of the Mechanical supervisor (SSE/Loco/Diesel/ C&W), who is the custodian of the crane. The safety certification shall be carried out at a periodicity of 30 days. Similarly, self propelled ART/ARMEs are also to be examined and certified for the safety of structure and under gear at a periodicity of 30 days by the nominated Mechanical Supervisor (Loco/Diesel/ C&W Supervisor). i. All the departmental wagon stock which may run with goods trains, like camping, mobile training cars, OHE wiring trains etc. shall be allotted a C&W depot for Primary maintenance nominated by Chief Mechanical Engineer (or by nominated Mechanical Officer). The allotted depot shall be painted on the stock end wall. Wheels, under gear and structure of the stock shall be examined for safety and certified by the Mechanical Supervisor at the nominated C&W depot. This certificate shall be valid for a maximum period of 30 days from the date of issue. ii. Rolling stock, which cannot be dispatched to the nominated depot for primary maintenance shall be offered to the C&W Supervisor at the nearest Train Examination point for inspection and certification of wheels, under gear and structural safety. This certification shall be valid for 30 days from the date of issue CHAPTER 3- YARD MAINTENANCE Page 21 of 45 iii. All departmental wagons in material trains/ballast trains/PQRS trains etc. shall be examined in terms of IRCA Pt.III 3.2.1. A detailed joint circular shall be issued by a Committee consisting of CME, CE & COM of the zonal railway or their nominated officers, which inter alia should include detailed guidelines for examination by C&W Supervisor for running of departmental trains/PQRS rake. iv. Tower wagons shall be inspected for safety in terms of Para 20317(2) of AC Traction manual by the Mechanical Supervisor (C&W Supervisor) of the nominated C&W depot nearest to the TRD depot where the Tower wagon is based. The base depot of the Tower wagon shall be painted on its end wall. For this purpose, C&W depot shall be nominated by Sr.DME/DME of the division in consultation with concerned Sr.DEE/TRDs. The certification shall be valid for a maximum period of 30 days/6000 kms, whichever is earlier. Thereafter, the Tower wagon shall be offered to the nominated C & W Supervisor for examination and safety certification again. In case, the Tower wagon is operating in a division away from the nominated depot, the same shall be offered to the nearest Train examining point for C&W examination as soon as the validity of the certificate expires. v. Track machines shall also be subjected to wheel, under gear and structural safety examination and certification by the Mechanical Supervisor at periodic intervals as decided by concerned Zonal Railways. vi. Notwithstanding the above periodic inspection by the nominated C & W Supervisor/Mechanical Supervisor, the Supervisor in charge/custodian of the rolling stock in question shall carryout inspection of the rolling stock before starting the operation. In case he notices/suspects any abnormality in the rolling stock regarding structural and under gear safety, he shall immediately arrange to offer the rolling stock for C & W examination afresh. The Station Master shall not give permission to start the departmental train/any departmental rolling stock unless the supervisor in charge produces the valid safety certificate issued by the nominated Mechanical Supervisor in terms of GR 4.31 and GR 4.35. ( Rly.Bd's Letter No.2004/M(Safety)/Deptl. Stock dtd. 20.05.2004.) 308. IMPORTANT PARAMETERS TO BE ENSURED DURING FREIGHT TRAIN EXAMINATION: 308 A. BRAKE GEAR LIMIT AND CLEARANCES: Description Limit Brake block condemning limits 10 mm Yard leaving thickness of brake block except BOY wagon 20 mm „A‟ dimension of air brake stock fitted with CASNUB bogie except 70 mm +2 BOBRN wagon -0 „A‟ dimension of BOBRN wagon 27 mm +2 -0 308B. PISTON STROKE: Type of wagon Piston Stroke Empty Loaded BOXN, BCN/BCNA, BRN, BTPGLN 85 mm +/- 10 130 mm +/- 10 BOXNHL, BCNHL 85 mm +/- 10 120 mm +/- 10 CHAPTER 3- YARD MAINTENANCE Page 22 of 45 Type of wagon Piston Stroke Empty Loaded BTPN 85 mm +/- 10 130 mm +/- 10 BOY 90 mm +/- 10 135 mm +/- 10 BVZC 70 mm +/- 10 -- BOBRN 100 mm+/-10 110 mm+/- 10 BOBYN 100 mm+/-10 110 mm+/- 10 BLC 95 mm +/- 10 120 mm +/- 10 BVZI 32 mm BOSTHS, BTPN.BOBSN 85 mm +/- 10 130 mm +/- 10 ALL TYPES OF WAGON BMBS 54 + 10 mm -- (KNORR BREMSE DESIGN) 308C. BUFFER HEIGHT : Description Limit Buffer height from Rail Max. 1105 mm (Empty) level Min. 1030 mm (Loaded) 309. IMPORTANT PARAMETERS TO BE ENSURED DURING SICK LINE/ DEPOT ATTENTION 309 A. NOMINAL CLEARANCES OF CASNUB BOGIES Description 22W 22W(M) 22NL 22HS 22W(RETRO) NLB, HS(MOD1), NLM, HS(MOD2), NLC IRF108HS Lateral clearance between side frame and 18 mm 18 mm 18 mm 25 mm bolster Lateral clearance between side frame and 25 mm 25 mm 16 mm 16 mm axle box/adopter Longitudinal clearance between side 2 mm 10 mm 9 mm 9 mm frames and axle box/adopter Longitudinal clearance between side 6 mm 6 mm 6 mm 6 mm frame and bolster Clearance between anti rotation lug and 4 mm 4 mm 4 mm 4 mm bolster 309 B. WEAR LIMITS : Description Limits Adapter Thrust shoulder 0.7 mm Adapter Crown lugs 4.0 mm Adapter crown seat 3.5 mm Adapter side lugs 3.0 mm Adapter sides 3.0 mm Side frame column friction plate 4.0 mm Side frame column sides 5.0 mm Side frame anti rotation lug 3.0 mm CHAPTER 3- YARD MAINTENANCE Page 23 of 45 Pedestal crown roof 5.0 mm Pedestal crown sides 4.0 mm Pedestal sides 2.0 mm Pedestal jaw 4.0 mm Bolster liner wear limit 5.0 mm Bolster land surface 3.0 mm Bolster column sides – Inner/Outer 5.0 mm 309 C. LOAD/SNUBBER SPRINGS OF CASNUB Type of Bogie Location Free Height Free condemning Nominal (mm) height (mm) CASNUB 22W, W(Retro), Outer 260 245 W(M), NL, NLB, NLM & NLC Inner 262 247 Snubber 294 279 CASNUB 22 HS Outer 260 245 Inner 243 228 Snubber 293 278 CASNUB 22 HS (MOD-I) Outer 253 238 Inner 225 210 Snubber 304 289 CASNUB 22 HS (MOD-II) Outer 253 238 Inner 222 207 Snubber 304 289 309 D. WEAR LIMIT FOR FRICTION WEDGE BLOCK Vertical Surface 7 mm Slope Surface 3 mm 309 E. CENTRE PIVOT WEAR LIMIT CASNUB 22(W) OTHERS Vertical sides 5.5 mm 4.0 mm Seat 4.0 mm 4.0 mm 309 F. ELASTOMERIC PAD & CONSTANT CONTECT SIDE BEARER: Description Nominal dimension Dimension after permanent set (condemning size) Elastomeric Pad 46 mm 42 mm Constant contact side bearer pad a). Metal Bonded rubber pad 114 mm 109 mm (pad only) b).PU CCSB for CASNUB 142.5 mm 137 22HS (With three rings) c). PU CCSB for CASNUB 134 mm 128.5 22NLB (With two rings) 309G. WHEEL & AXLE Description Limits New Condemn. Wheel dia used on BOXN/CASNUB bogie) 1000 mm 906 mm Wheel dia used on BLC/ BLL 840 mm 780 mm CHAPTER 3- YARD MAINTENANCE Page 24 of 45 310. INFRASTRUCTURE & FACILITIES REQUIRED IN THE YARD (Please refer to Chapter 11 on Infrastructure Facilities) 311. MACHINERY & PLANT ITEMS (Please refer to Chapter 11 on Infrastructure Facilities) 312. TOOLS REQUIRED (Please refer to Chapter 11 on Infrastructure Facilities) 313. MAN HOURS FOR VARIOUS TYPES OF EXAMINATIONS The man-hours for examination of various types of stock are given below as a guideline. CMEs of Zonal railways may however permit variation based on local conditions, typical characteristics prevailing at site and availability of infrastructural facilities. TABLE 3.2 Man-hours for Examination of various types of stock SN Stock Type of Examination Terminating Intensive Originating 01 C.C. Examination 6 man hrs. 100 man hrs. per Rake 10 man hrs. 02 Intensive Examination 6 man hrs. 56 man hrs. per Rake 10 man hrs. (End-to-End running) Note: 1. The distribution of intensive staff, gang wise with tools and material is given in Table 3.3. 2. The bench marking of staff for various wagon maintenance activities is under consideration and finalisation of Railway Board with Review committee. After finalisation, the para-313 shall be replaced with new bench mark recommendations of Railway Board. [ Railway Board Letter No. 2008/M(N)/951/28 dated 05.01.2016 item No. 5 ] CHAPTER 3- YARD MAINTENANCE Page 25 of 45 314. Examination of Container Trains (BLC/BLL Rakes) (Ref: Railway Board’s letter No. 2007/M(N)/951/67 dated 20.11.2008) a. Additional points for examination of Container trains  The examination points for Container trains should be developed and provided with all necessary resources including infrastructural facilities, maintenance spares and staff, etc. for examination.  The list of MANDATORY AND OPTIONAL FACILITIES is given in Chapter 11 b. Special conditions for examination of container trains (Close Circuit)  The BLC rakes shall be based for maintenance at the nominated CC base depot. The examinations of BLC rakes shall be done in empty condition, i.e. without containers on the wagons.  All CC rakes shall be given intensive examination at their base depot after which fresh BPC shall be issued these rakes, valid for 6000 Km or 30 days, whichever is earlier. In case kilometers are not logged on BPC, the validity of BPC shall be for 20 days only from date of its issue (including the date of issue). The rake shall be returned back to its base depot within validity of the BPC. The name of the base depot shall be clearly mentioned on the BPC. Route specific isolated cases, requiring more than 6000 Km validity, shall be dealt by Railway Board on case to case basis.  Infrastructure facilities at all points nominated for CC examination of container trains shall be upgraded to “A” category (by ZRs in case the examination point is in the yard and by the concerned operator in case it is inside the ICD) on top priority.  Till facilities are upgraded to “A” category, concerned DRMs (for points in Railway yards) and CTOs (for points inside ICDs) should ensure that proper lightening arrangements, material handling equipments, welding facilities are made available at these points immediately by hiring (if not possible otherwise) so that quality of examination/ repairs and safety is not compromised.  All the rakes examined on CC pattern shall be subjected to safe to run examination by TXR (at TXR point) or by Guard & Loco pilot (at other points after every loading / unloading. Such safe to run examination, will be followed by endorsement or revalidation of original BPC. In such safe to run examination only brake power, hanging parts and other defects, which can be noticed visually on wagon loaded with containers, shall be checked and given proper attention.  All CTOs shall monitor movement of their CC rakes and ensure that the rakes are worked back to their respective base depots before completion of stipulated kilometers/ days limit.  All CTOs shall advise daily position of rake wise details of base, km and days since last examination to CRSE of the concerned ZR and Sr. DME of the concerned division through fax / email. Rake wise record shall be maintained on day to day basis by the divisional TXR control and also by the CC base depot. For this, CC base depots and TXR CHAPTER 3- YARD MAINTENANCE Page 26 of 45 control in the divisions shall be provided with computers, fax machine, telephone & broadband connection in GM/ DRM‟s powers.  Rake with invalid BPC shall normally not be permitted to run in service. Further loading shall not be permitted in rakes with invalid BPC.  In case the BPC of CC rake becomes invalid due to completion or near completion of 6000 km or 30 days (20 days if km are not logged on BPC) after issue of last BPC, at other than its base depot, it shall be handled in the following manner. c. In empty condition (containers off loaded from wagons): Rake shall be offered at the nearest TXR point for intensive examination, where after examination its BPC will be revalidated for a period of 7 days, with endorsement on BPC by TXR that rake is safe to run upto its base depot. During this period of 7 days, one loading/ unloading shall be permitted in the direction of CC base depot. The revalidation of BPC in above manner is permitted only once and rake shall be returned to its CC base depot within this 6 days period. Else, the rake shall loose its CC character and will become end to end rake. Re- conversion of such end to end rakes to CC shall be permitted only after personal approval of CME and COM of the concerned ZR. d. In loaded condition (container loaded on the wagons): Rake shall be offered at the nearest TXR point, for safe to run examination and endorsement on BPC by TXR that train is safe to run up to its destination. After unloading of consignment at destination, such potentially unsafe rake shall be offered at the nearest TXR point for safe to run examination and endorsement by TXR on BPC that the train is safe to run in unloaded condition up to its CC base depot. With containers loaded on wagon, shall be done only in case of extreme urgency with prior approval of COM & CME of concerned ZR.  Container rakes detained for more than 24 hrs. at TXR point, shall be subjected to safe run examination and endorsement on BPC by TXR that the rake is safe to run for the remaining validity period of BPC.  Besides special conditions mentioned herein above, with respect to examination and operation of container trains, all other instruction regarding maintenance of air braked freight stock and 6000 km CC rakes, issued from time to time, shall be observed.  All necessary resources including infrastructural facilities, maintenance and unit exchange spares and staff etc. should be provided at above mentioned points, for ROH of container wagons. GM/ DRM should provide these resources under their extant powers within two months. CHAPTER 3- YARD MAINTENANCE Page 27 of 45 e. Safety of Container wagon (Ref: Railway Board’s letter No. 2006/M(N)/951/3 dated 02.03.2010)  Locks of all the container wagons should be checked during intensive examination and 100% availability of operating lock should be ensured before giving BPC.  Sufficient number of unit exchange spares should be made available to the maintenance units so that wagon are not detained for want of locks. f. Commissioning of new BLC / BLL Rakes All new rakes of BLC/ BLL wagons shall be commissioned by their respective CC base depot. The depot under taking commissioning of new BLC / BLL rakes will send detailed wagon-wise commissioning depot of such rakes to all concerned including Northern Railway, for centralize planning for ROH/ POH of all BLC/ BLL wagons. During movement of new rakes from the manufacturer‟s placed to CC based depot, rake can be loaded one time in the direction of CC base depot. g. Examination of Container Rakes in Loaded condition It is not feasible to examine BLC/ BLL wagons with containers loaded on wagons as under frame safety items can not be attended because of lower wheel diameter and floor height. In order to carry out examination of rakes in loaded conditions (container on wagon) on non pit lines, following inputs are required: o Replacement of under frame mounted brake system with bogie mounted brake system for which a suitable design should be developed by RDSO. o Mechanized defect detection systems like acoustic bearing detectors and online bogie monitoring systems etc. to be installed within 50 kilometers from base so that list of defects become available to TXR. CTO may provide input as above or construct examination pit in their ICD or examination of rakes. 315. Standardisation of Brake Power Certificates for various Train examinations. The Brake Power Certificate of End to End air brake stock will be White. The colour of BPC for Premium rake shall be Green and for CC Rakes, it shall be Yellow. Minimum originating brake power for air braked goods trains, running on end-to-end pattern, Premium rakes & Close Circuits Rakes, shall be as per para 306F. Format–I, Format–II & Format –III have been given for End to end examination, Premium examination and Close Circuit rakes examination respectively. CHAPTER 3- YARD MAINTENANCE Page 28 of 45 BPC No. Depot Date No. This rake is fitted with single pipe / twin pipe air brake system (Please tick) (Format – I) BRAKE POWER CERTIFICATE FOR AIR BRAKE (GOODS) (END TO END EXAMINED RAKE) ISSUED BY : (Nominated Intensive Exam. Point/Div./Rly) CUG/P&T No. of Depot Destination (Valid up to) Date Train No. Loco No. Load & Stock Total No. of Bk. Cyls. No. of Operating Cylinders Brake Power % Air Pressure on Departure BP Pressure in FP Pressure in Kg/cm2 (in Kg/cm2 case of Twin pipe rakes) In Locomotive In Brake Van Engine attached at Information by YM Air pressure ready at INSTRUCTIONS A. GUARDS AND LOCO PILOTS: Before starting the train, guard and loco pilots should ensure: i) No loco pilot move the loaded train from the loading point unless the destination is clearly mentioned on the Brake Power Certificate. ii) Continuity of air pressure from first to last vehicle of the train. iii) Before starting, train, crew should ensure CBC push & pull to avoid train uncoupling. iv) If BPC is invalid, inform the Control Office and take necessary instructions from C&W Controller. v) The incoming Loco Pilot shall hand over the brake power Certificate to relieving Loco Pilot. If he is leaving the train without relief, it shall be deposited with the nominated authority who will give it to the out going Loco Pilot. vi) The out going Loco Pilot & Guard will satisfy themselves from the listed wagon Nos. that the brake power certificate pertains to their train. THIS CERTIFICATE IS VALID: 1. Provided the destination is mentioned on the BPC of the loaded train. 2. Provided the composition of the rake is not changed by 4 or more wagons. 3. Provided the rake is not stabled for more than 24 hours in train examination yard. 4. In case of BOST/BRNA, round trip BPC valid for 2000KMs/12 Days shall be issued by TXR after certification of loading & securing of the consignment. (Bds letter No. 2013/M(N)/951/22/CC Rakes dated 23.03.2015) CHAPTER 3- YARD MAINTENANCE Page 29 of 45 B. LIST OF WAGONS IN ORDER: SN WAGON No. SN WAGON No. SN WAGON No. SN WAGON No. 1 16 31 46 2 17 32 47 3 18 33 48 4 19 34 49 5 20 35 50 6 21 36 51 7 22 37 52 8 23 38 53 9 24 39 54 19 25 40 55 11 26 41 56 12 27 42 57 13 28 43 58 14 29 44 59 15 30 45 60 Loco Pilot’s Name & Guard’s Name & Signature SSE/JE(C&W) Name & Signature Signature C. DETAILS OF CONTINUITY AND CHECKS CARRIED OUT BY GUARD AND DRIVER (GDR CHECKS) after each loading/unloading. S. Date Loco Pilot Guard‟s SM/Dy. Any Problem No. Station Name & Name & SS Name with the wagons Signature Signature & Sign 01 02 03 04 05 06 07 CHAPTER 3- YARD MAINTENANCE Page 30 of 45 D. PARTICULARS OF WAGONS DETACHED/ATTACHED ENROUTE [ To be filled by Guard & Loco Pilot ) Sr. Date Stn Wagon Nos. Reasons No. Detached/Attached 1. 2. 3. 4. 5. E. ENROUTE PROBLEMS NOTICED & ATTENTION GIVEN Loco Loco PROBLEMS & ACTION Sign of LP / Loco Date Pilot‟s/Guard Pilot/Guard‟s TAKEN Guard/STN. No. Name HQ STN NATURE Staff CHAPTER 3- YARD MAINTENANCE Page 31 of 45 BPC No. Depot Date PM No. This rake is fitted with Single pipe / Twin pipe air brake system (Please tick) (Format – II) BRAKE POWER CERTIFICATE FOR PREMIUM RAKE This BPC is valid for 12 days, i.e. upto--------------------------(mention date). After this date NO FRESH LOADING IS PERMITTED (3 days grace period after this date is allowed for rakes loaded upto above date) ISSUED BY : (Exam. Point/Divn./Railway) CUG/P&T No. of Base Depot: Date Train No. Loco No. Load & Stock Total No. of Bk. Cyls. No. of Operating Cylinders Brake Power % 2 Air Pressure on Departure BP Pressure in FP Pressure in Kg/cm (in Kg/cm2 case of Twin pipe rakes) In Locomotive In Brake Van Engine attached at Information by YM Air pressure ready at INSTRUCTIONS A. GUARDS AND LOCO PILOTS: Before starting the train, guard and loco pilots should ensure: i) No loco pilot to move the loaded train from the loading point unless the destination is clearly mentioned on the Brake Power Certificate. ii) After each loading unloading point, before starting Loco pilot, Guard and station staff shall ensure that BPC is valid. The train should be subjected to GDR check as per Check list. iii) Continuity of air pressure from first to last vehicle of the train. iv) Before starting, train, crew should ensure CBC push & pull to avoid train uncoupling. v) If BPC is invalid, inform the Control Office and take necessary instructions from Traffic & C&W Controller. vi) The incoming Loco Pilot shall hand over the brake power Certificate to relieving Loco Pilot. If he is leaving the train without relief, it shall be deposited with the nominated authority who will give it to the out going Loco Pilot. vii) The out going Loco Pilot & Guard will satisfy themselves from the listed wagon Nos. that the brake power certificate pertains to their train. THIS CERTIFICATE IS VALID: 1. Provided the composition of the rake is not changed by 4 or more wagons. 2. Provided the rake is not stabled for more than 24 hours in train examination yard. 3. 3days grace period is not for loading of train. CHAPTER 3- YARD MAINTENANCE Page 32 of 45 B. LIST OF WAGONS IN ORDER: SN WAGON No. SN WAGON No. SN WAGON No. SN WAGON No. 1 16 31 46 2 17 32 47 3 18 33 48 4 19 34 49 5 20 35 50 6 21 36 51 7 22 37 52 8 23 38 53 9 24 39 54 19 25 40 55 11 26 41 56 12 27 42 57 13 28 43 58 14 29 44 59 15 30 45 60 Loco Pilot’s Name & Guard’s Name & Signature SSE/JE (C&W) Name & Signature Signature C. DETAILS OF CONTINUITY AND CHECKS CARRIED OUT BY GUARD AND DRIVER (GDR CHECKS) after each loading/unloading. S. Date Loco Pilot Guard‟s SM/Dy. Any Problem No. Station Name & Name & SS Name with the wagons Signature Signature & Sign 01 02 03 04 05 06 07 CHAPTER 3- YARD MAINTENANCE Page 33 of 45 D. PARTICULARS OF WAGONS DETACHED/ATTACHED ENROUTE [ To be filled by Guard & Loco Pilot ) Sr. Date Stn. Wagon Nos. Reasons No. Detached/Attached 1. 2. 3. 4. 5. E. LOADING/UNLOADING DETAILS [ To be filled by Guard ] D D Date of Date of LOADING Station. UNLOADING Station. Loading Unloading 1st Loading Destination Destination 2nd Loading Destination 3rd Loading F. ENROUTE PROBLEMS NOTICED & ATTENTION GIVEN Loco Loco PROBLEMS & ACTION Sign of LP / Loco Date Pilot‟s/Guard Pilot/Guard‟s TAKEN Guard/STN. No. Name HQ STN NATURE Staff CHAPTER 3- YARD MAINTENANCE Page 34 of 45 (Format – III) BRAKE POWER CERTIFICATE FOR AIR BRAKE (GOODS) CLOSE CIRCUIT EXAMINED RAKE [CC Rakes] ISSUED BY : (Exam. Point/Divn./Railway) CUG/P&T No. of Base Depot: Nominated Close Circuits BPC No. DATE CC Rake Base Depot Date Month Year Hrs. Min. Sec ID No This BPC is valid for 30 days, i.e. upto-----------(mention date) or 6000 / 7500 Kms, whichever is earlier. A further grace period of 5 days is allowed if the rake is moving towards the base Depot NO FRESH LOADING IS PERMITTED AFTER --------------------- (mention date) or completion of 6000 / 7500 Kms, whichever is earlier. This rake is fitted with Single Pipe / Twin Pipe air brake system (Please tick) This BPC is valid for the Close Circuit :................................ (Mention the circuit) INSTRUCTIONS A. GUARDS AND LOCO PILOTS: 1. Before starting the train, guard and driver should ensure: i) Continuity of air pressure from first to last vehicle of the train. ii) Validity of BPC, If found invalid, inform the control office immediately and take necessary instructions from Traffic controller in consultation with C&W Control/Sr.DME/C&W. iii) Before starting, train crew should ensure CBC push & pull to avoid train uncoupling. 2. Loco Pilot and guard should correctly log the kilometres earned on the BPC. If no, the BPC will be deemed to be valid for 20 Days only from the date of issue. 3. The incoming Loco Pilot shall hand over the brake power Certificate to relieving Loco Pilot. If he is leaving the train without relief, it shall be deposited with the nominated authority who will give it to the out going Loco Pilot. 4. The out-going Loco Pilot & Guard will satisfy themselves from the listed wagon Nos. that the brake power certificate pertains to their train. B. STATION STAFF: They should be vigilant for averting any theft or tampering with this rake. Any incident of theft tampering to be reported to C&W Control and entry made by Guard in the space provided. THIS CERTIFICATE IS VALID – I. Provided the rake integrity as listed in the BPC is maintained and replacement of not more than 04 wagons has taken place during the entire run. II. Provided the rake is not stabled for more than 24 hours in train examination yard. III. Provided the rake is running in pre-defined close circuit as mentioned above. CHAPTER 3- YARD MAINTENANCE Page 35 of 45 C. TO BE FILLED AT THE ORGINATING EXAMINATION POINT BY TRAIN EXAMINING STAFF: 1. Train No. 2. Loco No. 3. Load & stock 4. Total No. Bk. Cyls. 5. No. of Operating Cyls. 6. Brake Power % 7. Air Pressure on Departure: BPP in FPP in Kg/cm2 (in Kg/cm2 case of Twin pipe rakes) In Locomotive In Brake Van 8. Engine attached at time 9. Information by YM at time 10. Air pressure ready at time 11. Line No. LIST OF WAGONS IN ORDER S. No. WAGON No. S. No. WAGON No. S. No. WAGON No. 1 21 41 2 22 42 3 23 43 4 24 44 5 25 45 6 26 46 7 27 47 8 28 48 9 29 49 19 30 50 11 31 51 12 32 52 13 33 53 14 34 54 15 35 55 16 36 56 17 37 57 18 38 58 19 39 59 20 40 60 Loco Pilot’s Name & Sign Guard’s Name & Sign SSE/JE(C&W) Name & Sign. CHAPTER 3- YARD MAINTENANCE Page 36 of 45 D. DISTANCE TRAVELLED (TO BE FILLED BY LOCO PILOTS) S. DATE LOCO TRAIN Loco Pilot FROM TO KM CUM Loco Pilot’s No. No. No. NAME/HQ S. KMS. SIGN  CHAPTER 3- YARD MAINTENANCE Page 37 of 45 E. PARTICULARS OF WAGONS DETACHED/ATTACHED ENROUTE (To be filled by Guard) Sr. Date Stn Wagon Nos. Reasons No. Detached/Attached 1. 2. 3. 4. F. DETAILS OF CONTINUITY AND CHECKS CARRIED OUT FOR Loading/Post Tippling/Unloading BY GUARD AND DRIVER (GDR CHECKS). S. Date Loco Pilot Guard‟s SM/Dy. Any Problem No. Station Name & Name & SS Name with the wagons Signature Signature & Sign 01 02 03 04 05 G. ENROUTE PROBLEMS NOTICED & ATTENTION GIVEN Loco Loco PROBLEMS & ACTION Sign of LP / Loco Date Pilot‟s/Guard Pilot/Guard‟s TAKEN Guard/STN. No. Name HQ STN NATURE Staff H. Revalidation of BLC Rakes: Date Stn RLy Loco No. Pressure Abnormality Valid up to 7 days Sign of Out Ready Observed i.e…….. SSE/JE going (C&W Brake Power %  CHAPTER 3- YARD MAINTENANCE Page 38 of 45 TABLE 3.3 CATEGORISATION OF FREIGHT TRAIN EXAMINATION POINTS INCLUDING YARDS, SICK LINES AND ROH DEPOTS (As on 11-07-2017) Station Prem. CC Exam. Sick ROH S. Railway Division NAME OF POINTS Code Points Points Yards Lines Depots BB VADALA ROAD VDLR D B BB KALYAN KYN Pr. C A BB TROMBEY TMBY D B BSL BHUSAVAL BSL Pr. CC A E A 1 CR NGP AJNI AQ (ICD) Pr. CC A A C PA MIRAJ MRJ C E SUR WADI WADI Pr. CC A B SUR DAUND DD Pr. A A A TOTAL 5 3 8 8 3 ASN ANDAL-UP YARD UDL-Up Pr. CC B A A ASN DURGAPUR STEEL EXCHANGE DSEY Pr. C E ASN ANDAL EMP- YARD UDL (Emp-Yd) Pr. C ASN SITA RAMPUR STN F F ASN ANDAL DN YARD UDL (Dn Yd) Pr. C B HWH PAKUR PKR Pr. CC C A 2 ER MLDT JAMALPUR JMP F F MLDT MALDA TOWN MLDT Pr. A A SDAH NAIHATI NH Pr. CC A A A SDAH BUGBUG BGB F F SDAH CHITPUR CP Pr. CC A A MJT SDAH MAJERHAT CC A F (ICD)/(KoPT) TOTAL 8 5 12 11 2 DHN BARVADIH BRWD CC A A A DHN PATHER DIH PEH Pr. CC D C 3 ECR DHN OBRA OBR Pr. CC C B DHN PATRATU PTRU Pr. E F  CHAPTER 3- YARD MAINTENANCE Page 39 of 45 MGS MUGALSARAI