OVERALL DISCRIPTION ABOUT CARRIAGE REPAIRING IN WORKSHOP AND DETAIL ABOUT PARTS

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INDIAN RAILWAYS
INTRODUCTION
Indian railway is a central-owned railway company, responsible for rail transport in India. It comes
under the government of India through the ministry of railways. It is one of the words largest and
biggest railway networks transporting over 8.101 billion passengers annually or more than 22
million passengers a day and 1.107 tons in the year. It is the world’s 7th largest commercial
employer, by number of employees, with over1.376 million employees. It operates rail transport
on 115000km of track over a route of 67312km and 7112 stations. IR’s rolling stock comprises
over 245267 vegans, 66392 passenger coaches and 10499 locomotives.
As of 31 marches 2016, 27999km of the total 67312km route Len got was electrified. Since
1960, almost all electrified sections on IR use 25000V AC traction through overhead category of
HISTORY
The history of rail transport in India began in the mid-19th century. The core of the passenger of
building railways came from London in 1848; there was not a single km of railway line in India.
The country’s first railway build by Peninsula railway open in 1853, between Bombay and
thane
the East Indian Railway Company was established in 1845 London. The great southern India
railway company was subsequently merged with the Carnatic railway company.
By 1875, about rupees95 million were invested by British company in India by1880 the network
had a route millage of about 14500km, mostly radiating inward from the 3 major port cities of
Bombay, madras and Calcutta. In 1900 the GIPR become a government owned company. In
1905, an early railway board was constituted, but the powers vested under load Curzon
1: LHB COACH
Till recently, Indian Railways have been transporting passenger traffic mainly through coaches of
ICF design. These coaches are being manufactured at ICF and RCF. A limited number of these
coaches are being manufactured at BEML/Bangalore also. These type of coaches are having
limitations in terms of
i) Speedpotential;
ii) Heavycorrosion;
iii) Poor ridingcomfort;
iv) Wearing of parts in the undergear;
To overcome these limitations, Indian Railways entered into supply and technology transfer
contracts with M/s. ALSTOM LHB/Germany to initially supply 24 coaches consisting of 19. AC
chair cars, 2 AC Executive Class Chair cars and 3 Generator cum Brake vans. The bogies for these
coaches are manufactured by M/s. FIAT/SIG Switzerland. These coaches arrived in India and got
commissioned in the year 2001 and put in service on route. These type of coaches are far superior
w.r.t. passenger comfort, safety, speed, corrosion, maintenance and aesthetics in appearance. These

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coaches are also longer as compared to ICF design resulting into more carrying capacity. The
expected benefits from these type of coaches are asunder:-
i Higher carrying capacity - These coaches are about 2 meters longer than ICF
coaches. With this extra length two additional rows of chairs in chair cars or one
additional bay in sleeper coaches can beaccommodated.
ii The weight of LHB coach is lesser as compared to ICF design coaches. LHB
coach can accommodate 72 passengers as compared to 64 in conventional AC III
Tier Coach. Thus giving better pay to tierratio.
iii Low corrosion – There will be low corrosion of LHB coaches due to extensive
usage of Stainless Steel and better design and manufacturingtechniques.
iv Low Maintenance – Replacement and removal of sub-systems will be required
only after one million kilometers.
There are no doors handles projecting outside the coach thus mechanized car washing
is facilitated.
LHB Coaches have aesthetically superior interiors with FRP panels for side
wall and roof. They can be removed easily for maintenance, resist water seepage
and are wear resistant;
v There are no visible screws inside the passengercompartment.
vi Better passenger comfort: Ride Index of 2.5 (Not exceeding 2.75) has been
specified as compared to in conventional ICFcoaches.
vii LHB coach offers better passenger safetydue.
Use of fire retardant materialsforfurnishing.
Provision of emergency openable windows.
Vertically interlocked. Centre
Buffercouplers.
xi LHB coach offers better passenger amenities:

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More space forpantry;
Individual reading light in chaircar;
Ergonomically designed chairs with reclining backrest|~|
Important Parameters of LHB Coaches
Overall dimensions of coach
Gauge 1676 mm
Lengthover body 23540 mm
Lengthoverbuffer 24000 mm
Heightoverroof 4039 mm
Maximum width overbody 3240 mm
Maximum distance betweeninnerwheels 12345 mm
Window opening 1180x760mm
Distance betweencentre pivots 14900 mm
Height of compartment floor fromraillevel 1303 mm
Under tarecondition
Maximum buffer drop undergrossload 75 mm
and wornconditions
Maximum height of centre lineofside 1105 mm
Buffers above rail level for emptyvehicle
Maximum height of centre lineofside 1030 mm
Buffers above rail level for loadedvehicle
Maximum tare weight
Chaircar 39.4 t
FirstAC 40.5 t
SecondAC 48.4 t
ThirdAC 50.6 t

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LSLR 37.9 t
Wheelsmono block 915 mm
Maximum axleloadpermissible 16 tones
Numberoftoilets 3
No.ofseats 78 (2nd AC Chair car)
56 (Exe. AC Chair car)
24 (First class sleeper FAC)
52 (Two tier AC sleeper AC2T)
72 (Three tier AC sleeper AC3T)
Higherspeedpotential 180 Kmph up gradable to200
Ride index ofcoach 2.5 at 160 Kmph but not>2.75
VARIOUS PARTS OF THE LHB RAKE
WHEEL AND AXLEASSEMBLY
This is the part of a rake which is just adjacent to the tracks. It basically consists of four main
parts.
a) Wheel
b) Axle
c) Bearing andHousing
WHEEL
Wheel of a rake is a specifically made cylindrical portion having an outer edge shape to fit in the
railway track. The material isstainless steel.

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Axle
AXLE
Axle is the main long cylindrical bar on which wheels are fixed with the help of bearings. This is
also made of stainless steel as above. Each axle contains 2 wheels, the brake cylinders are also
attached to it and in case of LHB coaches, the braking discs are fixed on to the axle.
COMPONENTS OF WHEEL AND AXLEASSEMBLY
Two brake disks (4), diameter 640 mm and
width 110mm.
In built slack adjusting brakecylinder
fitted

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Axle Bearings
A taper roller cartridge type bearing is used and it makes up a preassembled unit. The axle bearings
on the bogie are fitted with sensors for detecting speed (whose signal is elaborated by the ant
slipping system) and a current return device.
The ends of the control arms are fitted with centering devices for the primary suspension spring
assembly. The bearing lubricating plug is fitted in the lowerpart.
1. Doublecup
2. Sealingsystem
3. Backingrin

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BOGIE
The FIAT Bogie is two-axle type, with a primary and a secondary suspension. The bogie assembly
is shown in fig. 1-1. The Salient features of FIAT Bogie are:
Solid welded Bogie Frame made up of two longitudinal components connected by two cross
beams. The bogie frame rests on the primary suspension spring units and supports the vehicle body
by means of Bolster beam. The Bolster beam is connected to the bogie frame by
secondarysuspension.
Primary suspension consist of two steel coil springs (internal/external) laid out on the Control
Arm upperpart.
Secondary suspension consists of two spring packs which sustain the bolster beam over the
bogie frame. Each spring pack is made up by an internal and external spring. An Anti roll bar fitted
on the bogie frame realizes a constant, reduced inclination coefficient during running. The bogie
frame is linked to the bolster beam through two vertical dampers, a lateral damper, four safety
cables and the traction rods. The bogie frame is linked to the coach body through two yawdampers.
Traction Centre - The traction Centre transmits traction and braking forces between bogie frame
and body by a traction lever on the bolster beam pin and two rods.
Disk Brakes – The FIAT bogie is fitted with pneumatic disk brakes. The pneumatically operated
brake cylinders are fitted with automatic device for taking up theclearances.
Taper Roller Cartridge Bearing – Fiat Bogie is fitted with 130 mm Cartridge type
rollerbearings
Bogieframe
The bogie frame is a solid welded frame made by steel sheets and forged or castparts.
The frame is made up of two longitudinal components (1) connected by two cross- beams (2) which
also support the brake units. The various supports which connect the different bogie components are
welded to the frame. The bogie frame rests on the primary suspension spring units and supports the
vehicle body by means of a bolster beam. The bolster beam is connected to the bogie frame by the
secondarysuspension.
1. Bogieframelongitudinalcomponent, 2. Cross-beam

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Primarysuspension
Primary suspension is implemented by two units (see FIG. 4-3) of two steel coil springs (internal (4)
and external (5)) laid out on the control arm upper part (13) by a centering disk (8) and adjustment
shims, (if required).The suspension is also completed by the following components:
A control arm (13), fitted with twin-layer elastic joints (12), connecting the axle bearing to the
bogie frame and transmitting, not stiffly, lateral, longitudinal and part of the verticalforces;
A vertical damper(14).
Rubber elements (2) separate the primary suspension from the bogie to realize noise reduction.Stops
and protections are mounted on the bogie frame for the lifting.
1. Bogieframe
2. Rubber disks
3. Centeringdisk
4. Internalspring
5. Externalspring
6. Bumpstop
7. Shim
8. Centeringdisk
9. Control Arm LowerPart
10. Plate
11. Block
12. Rubber joint
13. Control Arm UpperPart
14. Damper

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Secondary suspension
The secondary suspension enables lateral and vertical displacements and bogie rotation with respect
to body when running through curves.
It is implemented by two spring packs (A, FIG. 4-4) which sustain the bolster beam (1) over the
bogie frame (6). Each spring pack is made up by an internal (3) and an external spring (4), mounted
and positioned through the centering discs (5).
An anti-roll bar (2), fitted on the bogie frame (6), realizes a constant, reduced inclination coefficient
duringrunning.
The bogie frame is linked to the bolster beam through two vertical dampers (7), a lateral damper
(8), four safety cables (9) and the traction rods(10).
The bogie frame is also linked to the coach body through two yaw dampers (11).
1. Bolsterbeam
2. Anti- rollbar
3. Internalspring
4. Externalspring
5. Centringdisk
6. Bogieframe
7. Verticaldamper
8. Lateraldamper
9. Safetycables
10. Tractionrod
11. Yaw damper

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Cross Bar:- Cross bar is the connection between the two ends of the trolley which also maintains the
uniform distribution of the hauling force to all wheels to ensure equal velocity.
Bolster Assembly:- Bolster assembly is the hostof the secondary suspension system.
In other words it is like two interconnected housing forsprings.
It also connects trolley and the body of the rake.
The main function of bolster assembly is to transform the hauling force and the raking force form
body to wheel and from wheel to body respectively.
Draw and Buffing Gear Assembly:- Draw and buffing gears are attached to the end of one coach
and this two gear mechanisms are made to suit two adjacent coaches into an uniform continuous
movement. They also transform the hauling force from main engine to the following rake, draw
gear is specialized for these purpose, where as the buffing gears are essential for maintaining a
vibration less motion of a coach with respect to its former one.
We have two different arrangements of draw and buffing gear assembly in ICF and LHB
coaches. They are-
Screw couplingand the side buffers serves the aforesaid purpose in case of the draw and buffing
gears respectively in case of ICF coaches. Screw coupling not only gives the boost but also let two
coaches to connect in the formation of a continuous rake. The two jaws of the screw on both sides
are guarded with spring and rubber to minimize the vibration the hauling force produces. They are
called the DRAFT GEARS.
Side buffersare uniquely shaped buffers. They have a flat plate made of stainless steel and duly
lubricated in contact to each other facing each other in motion. They are also guarded with the iron
plated and spring and rubber to minimize the vibration as much as possible.
For LHB coaches we have a multipurpose serving coupling between the two coaches. It is
called in technical terms the Center Buffer Coupling. It has got a special locking system
operated by a handle.
SIDEBUFFERS PRIMARY SUSPENSIONUNIT

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SHELL
The body shell is of integral light weight construction consisting of separate assembly group for
under frame, side wall, roof and end wall. The individual assemblies are joint to each other by
welding. Three types of steel are used for manufacture of body shell.
Shell Assemblies Steels used and their
%age compositions
UTS
N/mm2
Yield Stress
N/mm2
Side wall, End wall
and Roof structure
X2 Cr8 Ferritic Steel
(SS 409M)
( C< .03%, Cr 10-12%,
Si 1%, Mn 1.5%)
450-600 320
Roof sheet and
Trough floor
X5 CrNi 18 10
Austenitic Steel (SS
304)
( C< .07%, Cr 18%, Ni
10 % Si 1%, Mn 2%)
700-850 235
Under frame
IRS M-41 / Corten Steel
( C < .01%, Cr .35 -
.6%, Ni .2 - .4%
Cu .3 - .6% Si .3 - .7%,
Mn .25%)
440-480 320

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BODY
Body is basically the coach itself without the braking mechanisms and suspensions. It Has the
following constituents. They are discussed below:
a) The Carriageis the main structure of the coach. This contains a floor which
iscalledTurf. There are Arch Leverswhich maintain the weight distribution
throughout the whole coach. And then there is the roof which is of a typical aero
dynamicalshape.
b) At the bottom of the carriage there are two kind of bars made of stainless steelwhich
transfers the weight from the carriage to thewheels.
The Sole Baris throughout the whole body of the coach vertically. These are at the
bottommost position of the body.
The Cross Bar is the horizontally arranged bars across the body. They get their support
from the sole bar.
CENTER PIVOT ASSEMBLY
Center Pivot is welded to the upper bolster
plank and passes through the supporting
frame which is rectangular in shape. This is
a pivoting system used in transportation of
force through a mechanically advantageous
system of pivot. At the bottom of the center
pivot there is a traction lever. A traction rod
is also connected at the end of traction lever
having its other end connected with the
cross bar.
Body-Bogieconnection : - Specially in case of the LHB Coaches, there are a specialkind of
bolts called swing bolts, which are four numbered in each trolley. These connect the body to
the bogie to the body. Each bolt is fastened with a pin which can swing in the direction of the
motion

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THE TRANSMISSION OF HAULING FORCE
The transmission of hauling force is an important observation phenomenon of the running of rakes
with engines. It is done through a number of ways and each way consists of a number of steps.
CENTERPIVOT:- Hauling force is first transmitted to the Screw Couplingswhich
are connected at the front of a coach. From there the force is transmittedto
the draft gear then to the crossbar, to the sole bar, all the way to the bolster assembly
through swing bolts. Then due to this the swing bolt moves forward and so does the
traction lever and the traction rod. So the crossbar moves forward and the wheels start
rolling.
LONGITUDINAL BUMPSTOP:- There is another way of transmission of hauling force from
the center pivot which is through the longitudinal bumstop. This is partly cubical in shape attached
at the front of pivot assembly. When pivot moves forward it also moves covering up the little gap
between the frame and the bumstop. Throughthe supporting frame it goes to thecrossbar.
ARTICULATEDCONTROLARM:- The articulated control arm is a direct
connection between the body and the bogie. Through this the force is directly givento thebearings.
Transmission of braking force has the opposite way of this.

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2: ICF COACH
ICF Coaches - IRS coaches were heavy and used to suffer extensive damage in collision / accident
resulting in heavy passenger casualties. Integral design was developed in late 30s in Switzerland by
M/s Swiss Car and Elevator Mfg. Ltd. Schiliren This could be visualized as a large hollow tube placed
on wheels. Extensive use of advanced welding technology for sheet welding was made use of. Indian
Railway obtained collaboration with this firm and set up the coach factory at Perambur, Madras in
1950s. The concept of separate coach body and under frame gave way to one piece single shell
construction.ICF shell - The shell consists of pressed steel section welded together with sheet covering.
The skeleton of the shell consists of a series of hoops each consisting of floor cross beam, body side
pillars and roof carlines. The sole bar, waist rail , light rail, cant rail and roof pur lines hold these hoops
together . This is covered by roof sheet on top, side panels on sides and corrugated trough floor.
The trough floor offers considerable resistance to longitudinal crushing loads, but cannot take high
vertical load. On each end, specially designed head stock with compression/destruction tubes are
welded. These tubes when subjected to collision shock, get deformed absorbing most of energy hence
reducing theadverse effect of impact.. Body bolsters are welded on bottom side of trough floor.
The coach ends consist of 4 vertical stanchions box section, transversely connected by Z sections and
are welded to the head stock. Collision impact is first received by end stanchions which absorb a large
part of it. The residual shock is absorbed by deformation of compression/destruction tubes. These
features make ICF coaches anti-telescopic. The windows are made separate lyand screwed on to the
double chamber. The coaches can be provided with vestibules for passage from one coach to another in
a running train.
ICF Bogie - The bogie frame is made from sections welded together. The axlesare located on bogie by
telescopic dash pots and axle guide assemblies. Helicalsprings are used in both primary and
secondary suspensions. The axle guideprovides damping across primary suspension and vertical
shock absorberacross secondary suspension. Rubber pad vibration isolation is also providedin
primary suspension. Weight is transferred through side bearers. Coach/Bogie pivot only acts as
centering device and transmits tractive/brakingforces. Lateral shock absorbers are provided to dampen
lateral vibrations

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Furnishing - Following are important features of furnishing -
 Length of seat should not be less than 6’- 6".
 Width of seat should not be less than 21" for second class and 26" for first
class.
 Hip width per passenger should not be less than 21".
 Height of seat should be 16" from floor.
 Knee space between opposite seats should not be less than 21"
 Back rest should be slightly inclined.
Coding of coaching Stock - Coaches are coded as per end use and are
same for all gauges. There are a large number of codes. Details are available at
Appendix B of Conference Rules Part-IV. Important codes are :
AC AC Coach P Postal van
F First Class CD Dining Car
S Second Class CW 2 Tier
C With coupe CN 3 Tier
G Self Generating CG 3 Tier + Sitting
L Luggage R Guard
W Vestibuled Coach CB Pantry Car
Trolley is basically the separated part containing the wheel and other similar components which are
essential to run a coach. When they are attached with the body they are called the bogie. Here we are
going to discuss about the trolley parts of the ICF coaches.
1: TROLLEY FRAME:- trolley frame is the main construction of the trolleyon which the
other components rest. This is a metallic construction just like a cage having different gaps in
between to fit thecomponents.
CENTERPIVOT:- this is the centrally situated hole which will indicate the
correct position of the trolley when fitted with the body. There is a counter partof the hole
attached at the body itself to indicate the perfect position of the trolley. When assembled they
should matchperfectly.
SIDEBEARING:- Side bearing is the bearing space engulfed by lubes and a
bearing made of bronze which plays a good role in distributing the weight throughout
thetrolley.
BRAKE CYLINDER:- If we see the trolley in the direction of the motion we will see two brake
cylinders one after one which have the air supply through one outlet. These brake cylinders operate
in a critical air pressure and contains a piston which we call the slug adjuster. At that particular
pressure the piston inside thosecylinders moves and the brakes hold firm onto thewheels.
BRAKE BLOCKS:- In ICF coaches we generally use the K & L types of brake blocks. These are

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used as components of shoe brakes attaches at wheels. These special type of blocks are used
because of their increased coefficient of frictionand also the heat absorbingcapability.
EQUILATERAL STEROD:- This is attached to the trolley symmetrically along the trolley frame
horizontally to minimize the lateral force when inmotion.
ANCHOR ROD:- These are rods attached vertically to minimize the longitudinal load.
Both of them are made of stainlesssteel.
SUSPENSION SYSTEMS:- These are anti-vibrational attachments whichare attached to the
main frame and the wheelbearing

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3: MAINTENANCE OF BEARING:
ROLLER BEARING MAINTENANCE IN WORK SHOP
Roller Bearing Maintenance Shop should be well equipped with all the tools, equipments and facilities
for careful bearing handling. It should have proper workflow for easy maintenance of roller bearings.
Clean surroundings and dust free atmosphere should be maintained in the shop. It should have adequate
equipment and facilities for cleaning, handling, dismounting/mounting, inspection, repair and storage
of roller bearings. Roller bearings are required to be inspected periodically at a pre-defined schedule in
the workshops in a Roller Bearing Maintenance Shop well equipped with all the facilities and proper
lay out. The period of maintenance specified is as follows:
Periodicity of Inspection of Roller Bearing
 All roller bearings should be cleaned, inspected and re-lubricated with fresh grease during each
attention to the wheel set /bearings in the workshop.
 The roller bearings should be dismounted from the wheel set during everyalternate attention in
the workshops for thorough inspection of the components,rear cover and renewal of the felt
sealing ring. The wheel bearing should however necessarily be dismounted and overhauled in
case of any warranted outof course of attention in the workshop.
Inspection of the Roller Bearing in Mounted Position in Workshops
Whenever wheel set is received in workshop during IOH of the trolley, followingprocedure should be
adopted for carrying out inspection of roller bearing inmounted position in workshops.
 Inspect the axle box housing visually and look for any symptoms of greaseoozing, if grease
oozing is noticed then dismount the bearing. If not, thenfollow remaining steps mentioned
below.
 Clean the exterior of axle box, front cover, axle box housing.
 Remove axle box cover
 Examine the grease for consistency, colour, contamination with water, foreignparticles etc.
 If grease is burnt or discolorized, then remove the bearing for thoroughinvestigation & its
overhauling.
 If grease is in good condition then remove old grease, clean the bearing withpressurized
kerosene spray in position.
Clearance should be measured in a mountedposition with a long feeler gauge simultaneouslyover both
the rows of roller (see fig.). Theblades of the feeler gauge should be insertedbetween the outer ring and
the unloaded rollers. While measuring the radial clearance, the rollersshould not be allowed to roll over
the blade. Theacceptable range of radial clearance for bearingin mounted position on journal for
different makes of roller bearings is given in table

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CARTRIDGE TAPERED BEARING UNIT (CTBU/TBU):
CTBU / TBU: - As the name implies it is Cartridge Taper Roller Bearing unit being used for the
wheels of LHB coaches. On the basis of their manufacturers there are two types of CTBUs/TBUs. One
is manufactured by M/s Timken & another by M/s SKF. They are the only suppliers of CTBUs/TBUs
for Indian Railways.
Introduction of TIMKEN make CTBU:
Cartridge bearing is a self-contained, pre-assembled, pre-adjusted, pre-lubricated tapered roller bearing
nit, and is applied to and removed from the axle without exposing the bearing elements, or lubricant to
contamination or damage. This preassembled cartridge bearing reduces the no. of separate parts to be
pplied to the axle assembly to a minimum. The CTBU is designed and manufactured according to high
technical and safety attributes.
Inspection in workshops
 Visual Inspection in workshops
When equipment is on repair track or in the shop for tyre turning or for other reasons. Inspect for
overheating, roughness when bearing is revolved, excessive lubricant leakage, broken, loose, or
missing parts such as axle end caps, loose bolts, loose or defective seals, cracked or broken cups, end
caps and housings. Examine the outside of the bearing for damage or distortion.
 Loose or Missing Axle End Bolts
If one axle end bolt is found loose or missing, remove all of the bolts, fit new locking plates, refit all of
the bolts and tighten to the correct torque. Bend all tabs against the flats of the bolt heads. If two or
more axle end bolts of different pairs are found loose or missing, the wheel set must be removed from
the truck. Remove the end cap, if there is any evidence that the bearing is not properly seated, or if the
end play is 0.75 mm more, remove the bearing from the axle for a complete inspection to determine the
cause and possible
resulting damage.
 Accidental Damage
Bearing assemblies involved in re-discing derailment or collision, or subject to damage by fire, floods,
or other causes, bearing must be removed from the axle, disassembled, cleaned and inspected in
accordance with instructions given in the manual .

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Inspection of Bearing in mounted position
 Visually check the outside of the bearing assembly for broken, loose end cap screw,
grease oozing, any unusual sound, any missing parts or any external damage.
 Check the bearing mounted end play. It should be in the range 0.025 mm to0.500
mm (for old bearings). For new bearings MEP should be within0.025 mm to
0.330 mm.
 If there is any abnormality the bearing assembly should be removed from the axle.
Bearing assembly once removed should be sent for refurbishing or

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4:THE LOAD DISTRIBUTION
SIDE BEARING UPPER
SPRINGBEAM
SECONDARY SUSPENSION
SUSPENSION LINK HANGER
LINK
HANGER BLOCK
PRIMARY SPRING
AXLE BOX WING
JOURNAL
BEARING
AXLE WHEEL

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5: AIR BRAKE SYSTEM
In Air Brake system compressed air is used for operating the brake system. The locomotive
compressor charges the feed pipe and the brake pipes throughout the length of the train. The feed
pipe is connected to the auxiliary reservoirs and the brake pipe is connected to the brake cylinders
through the distributor valve. Brake application takes place by dropping the pressure in the brake
pipe. The schematic arrangement of the brake equipment is shown as Fig.1 (For passenger coaches),
Fig.2 (For Generator coaches)
Components of Air Brake System
1. Brake Container (Brake EquipmentPanel)
2. Distributorvalve
3. Pressure Tanks (125 litres, 75 litres, 6litres)
4. Indicators
5. B.P./F.P. Couplings and Hoses
6. Emergency Brake PullBox
7. Emergency Brakevalve
8. Bogie Brake Equipment,consistingof-
BrakeDiscs
Brake Caliper Units (consisting of Brake Cylinder, Brake Calipers, Brake
Pads)
9. Wheel Slide Control System,consistingof-
Microprocessor ControlUnit
Speed Sensor/Pulse Generator

23. 23
Brake Container (Brake equipment panel)
The Brake Container (Brake equipment panel) consists of a Manifold on which various devices like
the Distributor Valve, Cocks, Test fittings etc. are mounted. It also consists of the reservoirs
required for the Brake system. The container is mounted under the car body and different lines
(Feed pipe, Brake pipe, etc.) are connected to it.
Connections to the container
There are 4 connections to the container for Passenger Coach,
 Feedpipe(FP)
 Brakepipe(BP)
 Brake cylinder pressure --bogie
 Auxiliary support pipe ( fortoilet)
There is an additional connection for the containers of the generator coaches,
 Support for Indicating device ofhandbrake
These connections from the container to car body are provided at the back plate fitted
with Ermeto type fittings.

24. 24
Brakeapplication
The driver lowers the BP pressure by engaging the A-9 valve intheengine. This loss in
pressure is transmitted from one bogey to thenext.
Since CR pressure remains same, the main diaphragm(above the CR) movesup in response to the
pressure drop inDV.
As a result the „three pressure valve‟ opens the AR-BC port.
Thus the AR pressure of 6 kg/cm^2 flows into the BC through pressure limiters which reduces
BC pressure to3.8.
Brake Release
BP pressure is again increased to 5kg/cm2.
Consequently, main diaphragm movedown and the„threepressurevalve‟closesthe AR-BC port and
opens the BC-atmport.
BC pressure is released and the brake caliper isdisengaged.
BOGIE BRAKE EQUIPMENT
The Bogie Brake equipment consists of:
BrakeCaliperUnits
BrakeCylinder
BrakeDiscs
BrakeShoes
Each axle is equipped with two grey cast iron brake discs. The brake energy is dissipated only at the
axle mounted brake discs, so the wheel set is only stressed by the weight of the coach. The
advantage of this arrangement is that the superposition of the thermal stresses and mechanical
stresses is avoided.
The braking force is generated for each disc by a brake caliper unit, which consists of a brake
cylinder and the brake caliper, amplifying braking cylinder force depending on the lever ratio.

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BRAKE CALIPER UNITS
The brake caliper units are ready–to-use combinations of a brake caliper and brake– cylinder,
providing automatic slack adjustment for wear (abrasion) on brake pads and brake discs.
Consequently, the clearance required between the disc and pads for smooth running remains
practically constant while the brakes are released.
Brake Caliper units consist essentially of the brake cylinder, the brake caliper, and the brake shoes
d1 and d2 with snap lock gates. The brake caliper units are held in the vehicle bogies by a three –
point-mounting arrangement.
Working principle
Applying the service brake charges the brake cylinder and presses the brake pads against the brake
disc. Brake force is built up when the pads are applied. Venting the brake cylinder releases the
service brake. The return spring in the brake cylinder moves the caliper levers to the release
position.
The handbrake lever is moved mechanically. The piston is pushed forward, and the brake pads are
applied to the disc. When the parking brake is released, the caliper levers are drawn to the release
position by the return spring in the brake cylinder.

26. 26
BRAKE CYLINDERS
U-series brake cylinders with automatic slack adjustment are used to operate the friction brakes in
rail vehicles. U-series brake cylinders are essentially distinguished by their integral, force
controlled slack adjustment mechanism which is designed as a single acting clearance adjuster. The
working of this mechanism is not influenced in any way by the elastic brake rigging deflection,
which varies according to the brake force. In the course of braking, the slack adjuster quickly and
automatically corrects the increasing brake pad or brake block clearance due to wear.

27. 27
BRAKE DISCS
The axle –mounted brake disc consists of a gray cast iron friction ring and a cast steel hub,
connected by means of radially arranged elastic resilient sleeves which are secured in the hub by
means of hexagon screws. The friction ring is manufactured as a solid component or in a split
version. In the latter case, the two halves are held together by two tight –fit screws.
Axle MountedBrakeDiscs Wheel Mounted BrakeDiscs
BRAKESHOE
The brake shoe is provided with a brake pad holder carrying replaceable pads. The brake shoe
consists of the brake pad holder, the vertical pins and the brake pad. The brake pad holder is
provided with a dovetail guide into which the pad is slipped. The pad is held in place by a captive
gate, which is pivoted at the pad holder. To lock the gate a locking spring of spring steel has been
provided which is pre-tensioned such that in one position it secures the gate in the pad holder and in
the other (released) position it holds the gate open. For each brake disc a right and a left hand brake
shoe are required.

28. 28
6: DISTRIBUTOR VALVE (FTIL Make)
INTRODUCTION
An UIC approved Distributor Valve type C3W IP is designed to work in conjunction with a Timing
Volume and 1:1 Relay. The existing standard Passenger Coach DV typeC3W lP cannot work with
the Relay and Timing Volume and hence, it can not be used with the Relay. To prevent usage of
the standard DVs in the Brake Frame, a Dowel Pin is provided on the Integral Volume Sandwich Piece,
which will be received by a corresponding hole in the DV Flange. The DV functions to supply or
exhaust the Brake Cylinder control pressure to the Relay in response to the changes in the regime Brake
Pipepressure towards decrease or increase respectively. When the regime pressure is restored and
maintained at 5 kg/cm², it withdraws the Brake Cylinder control pressure from the Relay to atmosphere
and initiates the brake release. The Distributor Valve gives a maximum BC pressure of 3.8 kg/cm²
during full service or emergency application of Driver’s Brake Valve when the Brake Pipe regime
pressure is set at 5.0 kg/cm². It incorporates a pressure limiting feature to ensure the control BC
pressure is not exceeded beyond 3.8 kg/cm², even in circumstances of Brake Pipe / Control Reservoir
getting overcharged due to any reason beyond 5.0 kg/cm². The DV together with the relay has
application and release timings of a passenger brake system.
The following information is for combined as sy of distributor valve with timing volume & also for
individual assemblies.

29. 29
7: Principle of Antiskid or Wheel Skid ProtectionSystem

30. 30
8:CENTER BUFFERCOUPLER
The coupler provides a means of mechanically connecting individual adjacent vehicles in order to
make a train. The coupler is located at both ends of each vehicle. When connected to a coupler of an
adjacent vehicle, it allows the vehicles to move independently to accommodate track curvature and
elevation change while remaining connected (coupled) together.
The coupler is opened manually using the coupler operating rod and is closed automatically when
the couplers on adjacent vehicles are mated. The coupler automatically locks when fully mated.
LHB coaches have been provided with tight lock centre buffer couplers instead of screw coupling.
Couplers are AAR-H type and have anti climbing features because of vertical interlocking.
Couplers have adequate strength for:
 Satisfactory hauling of a train of 26 coaches at 110kmph
 Satisfactory hauling of a train of 18 coaches at 160kmph
Coupling is possible under angular misalignment both horizontally and vertically. The coupler
permits coupled trains to negotiate vertical and horizontal curves and allows rotational movements.
The draw gear ensures cushioning effective in both buff and draf

31. 31
Down train arriving
at platform
Drawnoutofthe
platform
9: MAINTAINANCE OF COACHES
THEPRIMARYSTRUCTURE : - Train is the combination of various types of coach
and the train engine.There are many kind of rakes which play an important role in serving the
main purpose of driving a train. Like public transportation and carrying goodsetc.
There are also varieties of train engines depending on the medium they are driven by, like
electrical and fuel based, especially diesel. Here we are going to concentrate on the trains
which are used mainly for travelling and are equipped with such facilities.
So rake can be defined as the combination of coaches attached together after detachment of the
engine from the train.
THE MAINTENANCE OF THE TRAINS:- The maintenance of the trains is an important
criteria for every coaching facility and workshop. This is very important to make the system run
smoothly and to look after the passenger safety. So knowledge about the proper maintenance is
essential.
Seen from the point of view of the train itself there are three kinds of maintenance available in
Eastern railways.
Primary Maintenance- According to the rules of railways, every division of railways possesses
the responsibility of running some specific trains. For those trains under the consecutive divisions
primary maintenance is done before that train leaves that section of railways. In other words the
primary maintenance is done at the mother or the terminalstation.
Here every aspect of pressure related systems, and aspects of public safety are checked. The
continuity, the bonding between coaches etc is also taken care of.
This takes at about 5 – 6 and half an hour duration until it is given the fit to run
certificate.
Each primary maintenance comprises a form which is known as the v-5 form.
This form has information spaces about those aspects that are secured during this maintenance.If
a train is given fit instead of any fault not so fatal, that is written in thecertificate.
Round trip/Turn Around Maintenance-This maintenance takes place after the train reaches its
final destination from the staring one. This is a short duration maintenance preparing the train to
send it backto the terminal station. Just the necessary maintenance is carriedout.
This takes about one hour forty minutes to about two hours to complete.
Engine
detached
The rake stabled
attheyardorsent
formaintenance

32. 32
Secondary Maintenance- Secondary maintenance is a specific type of the primary maintenance.
When the train runs for about 3500 kilometers orabout 3 days, either way, then at the destination
station the train undergoes the secondarymaintenance.
Here the measures taken are just similar to the primary one. The duration is about six to seven
hours.
THE MAINTENANCE SCHEDULES AND THE OVERHAULING PERIODS
There are normally seven kinds of maintenance schedules depending on the condition of
coaches and wagons. They are respectively-
1. A- Schedule - after 30 days of manufacturing or of periodicoverhauling,
repetitive
2. B-Schedule - after 90 days of manufacturing or of periodicoverhauling,
repetitive
3. C-Schedule - after 180 days of manufacturing or of periodicoverhauling,
repetitive
4. Intermediate Overhauling - after 9 months of manufacturing or of periodic
overhauling
5. Periodic Overhauling - after the returning date given by the workshop after
periodicoverhauling.
6. Non-Periodic Overhauling - This is done after 12 months or 18 months afterthe
manufacturing date or the periodic overhauling datedepending
on the condition of the corresponding coach.
7. Interliftingschedule- This is a special kind of maintenance done within the
maintenance facility with lifted coach andparts.
PERIODIC OVERHAULING:- Periodic overhauling is the best available process of
maintenance of coaches in India. This generally operated after 12 or 18 months after the
manufacturing or the previous periodic overhauling done in any workshop. This undergoes a
huge process of lifting the coach, isolating the all parts, and changing or replacing the necessary
or damaged parts. In other words this is the process of renewing the coaches. Here are some
varieties-
1. 12 month basis-
2. 18 months basis-
a. Mail and express trains -
b. Passenger trains -

33. 33
3. For MLR coaches - 18 months -
4. For new built coaches - 24 months-
POH DATE AND RETURN DATE:- POH date is that date on which its POH has been done
previously in an workshop. This is written on the coach. And the return date is the date on which it
is to be dropped off from the track and to be taken for another periodic overhauling.
Generally they have a 12 month or 18 month gap between them in accordance with the
definition of the POH.
Both of the dates should be given by the corresponding workshop where its POH has been
done.|~|
SIGNIFICANCE OF COACH NUMBER:- Every coach has its own unique number attached to
it which obviously carries some significant information to us. Generally in India that is of five
numbered.
The first two digits represents the year of manufacturing of the coach. And the rest three digits
represents the list of types of coaches. It represents of which type the coach is.|~|
EXAMPLE. 06023 , we can write it up as 06 and 023
O6 represents the year of manufacturing which is year 2006
And 023 represents the type which is an FAC type coach

34. 34
10: SINGLE CAR TEST
Single Car Test’ is performed on a coach to ensure proper functioning of Air Brake System. It is
generally performed on the sick coach that are attended on the sick line or on the coaches that are
subjected to primary maintenance schedule ‘C’. Single car test is also carried out after Periodic
Overhauling and after every change of distributor valv in the workshop. A photograph of a singlecar
test rig coupled to a coach is shown in Figure1.
The different tests performed during single car test of acoach:-
Test1:Leakage Test.
Test2:Sensitivity and InsensitivityTest.
Test3: Brake Application and Release Test.
Test4: Graduated Application and Release Test.
Test5: Emergency BrakeApplicationTest.
Test6: Passenger Emergency Valve Test.
Test7: Guard’s Emergency valveTest
Test8: Check and adjust SlackAdjuster.
TOOLS & EQUIPMENTS
 Single Car Test Rig.
 Spanners 10mm, 12mm
CONCEPT
Single Car Test is performed, by using a portable device called ‘Single Car Test Rig’. This test rig
provides all facilities like that of a driver’s brake valve. The source of compressed air for test rig is
through a compressor installedinsick lines for conducting various tests without the need of a
locomotive. A schematic layout of ‘Single Car Test Rig’ is shown in figure2.

35. 35
Figure 2
TESTS
Test1: LeakageTest
 Close cock (5) of the test rig and record the drop in BP pressure for 3
minutes.Thedropshouldnotexceed
0.2 kg/cm2in one minute.
 Close FP cock (2) and record the drop. It should not exceed 0.2 kg/cm 2 in oneminute.
 Joints/connections to sub-assemblies. It should be tested with soap waterfor ascertaining
leakage. Any leakage found should berectified.
Test2: Sensitivity and Insensitivity Test
 Open cocks (2), (5) and (11) of the test rig, to fully charge the system including the reservoir.
 Close cock (5) and open cock (9) to reduce the air pressure in the BP choke at the rate of 0.6
kg/cm2 in 6 seconds.
 Check sensitivity by recording the time within which brakes get applied.
 Close cock (9), after the test.
 Open cock (5) and charge the air brake system till brakes are released.
Test3:Brake Application and Release Test
 Open cocks (2) and (5) of the test rig, and charge the system for 5 minutes.

36. 36
 Keep brake application to full service position by driver’s brake valve on the test rig.
 Record the Brake Cylinder (BC) filling time for BC pressure rising from 0 to 3.6 kg/cm2.
Theefilling time should be between 3 to 5 seconds.
 Record the maximum BC pressure when it get stabilized, which should be 3.8 +/ -0.1 kg/cm 2.
 Record the BC piston stroke and check that brake blocks are binding on wheels. Piston stroke
should be between 85 to 130 mm.
 Release the brakes through driver’s brake valve by charging the BP to 5kg/cm2, after
conducting the test.
 Record the draining time of both the cylinders for BC pressure dropping from 3.8 to 0.4
kg/cm2,. This should be between 15 to 20 seconds. The piston should reach initial position and
brake blocks should gets released fully.
Test4 : Graduated Application and Release Test
 Charge the brake pipe and feed pipe at 5 kg/cm2 and 6 kg/cm2 respectively.
 Apply brake in steps by driver’s brake valve handle and record the Brake Pipe Pressure (BP)
and the Brake Cylinder (BC) pressure.
 BC pressure should rise in steps and BP pressure should decrease in steps.
 Release the brakes in steps by driver’s brake valve handle and record the BP and BC pressure.
Test5 : Emergency Brake Application and Release Test
 Charge fully the Air Brake system of the coach by opening cock (5) of the test rig.
 Open cock (8) for emergency application.
 Record the Brake Cylinder (BC) pressure and check for any leakage in BC for 5 minutes.
 Pull the manual release handle for a short time (about 10 seconds).
 Check BC pressure drops to zero.
 Close cock (8) and open cock (5) of the test rig, after the test is over.
Test6: Passenger Emergency Valve Test
 Open cock (5) and (2) of the test rig and charge the brake pipe and feed pipe at 5 kg/cm2 and
6 kg/cm2 respectively.
 Pull the alarm chain from inside the coach.
 Observe alarm disc rotates situated on the end wall.
 Observe air exhaust with hissing sound from (pilot valve) PEASD and PEAV that are
connected to the Brake Pipe (BP).
 Observe partial brake gets applied.
 Observe that the Micro/limit switch operates and indication lamp on the coach glows.
 Observe the drop in brake pipe pressure on the test rig.
 Reset the alarm signal disc with the help of resetting key or with the fixed key.
 Hissing sound should stop and brakes should get released.
Test7: Guard’s Emergency Van Valve Test
 Open cock (5) and (2) of the test rig and charge the brake pipe and feed pipe at 5 kg/cm2 and 6
kg/cm2 respectively.

37. 37
 Close co ck (5) and then operate guard’s Valve handle.
 Observe the air from Brake Pipe (BP), exhausts with hissing sound and the brakes in the
guard van gets applied depending on exhaust of air.
 Reset the handle and observe the exhaust of air stops.
 Observe and not e the drop in BP pressures on test rig.
 Observe simultaneous drop of BP and FP pressure gauges provided in guard’s Van.
 Close the Guard’s van valve.
 Observe standard safety precautions

38. 38
11: FURNISHING OF AC COACHES
OBJECTIVES OF FURNISHING:-
• Furnishing items
• Fire & safety issues in LHB & ICF coaches
• Toilet systems &bio toilet introduction
• Plumbing systems
• Water tanks
FURNISHING ITEMS:-
• Round cornered Seats & Berths in Carriages
– WGSCN & WGCB
– WGFAC, WGFACCW, WGACCWN, WGACCW, WGACCN, WGCBAC & WLRRM
– LWFAC, LWACCW, LWACCN
– LWCBAC & LWLRRM
– GS & GSLR {only seats}
• Chairs in Chair Car Coaches
– WGSCZ, WGACCZ & LWACCZ
• Reclining arrangements in Chairs
SEATS & BERTHS ACCESSORIES, AMENITIES:-
• Rolling Berth holding catches, pivots + latches &
PU foam rounded rest angles
• Bed cum Back Rest pivots
• Berth holding chains {Rexine covered}
• Self foldable UB child guard {crashworthy feature}
• Foldable bottle holders {injury free characteristics}
• Nylon magazine bags
• Sunken LED Reading lights
• Arm Rests in coaches
• PU foam cladded ladders
OTHER PASSENGER AMENITY ITEMS:-
• Coat hooks {Electrostatic spray powder coating} in Coupes &
lavatories
• Overhead Luggage racks
• Luggage securing rings beneath seats
• Mirrors in compartments & toilets
• SS D type wash basin
• Soap tray & Liquid Soap dispenser
• Towel rings
• 110 Volts Mobile/Laptop chargers
• CFL & Air Circulating DC ceiling fans
• Roof ventilators
• MS chequered plate made footsteps beneath BSDs
• BSD {Body Side door} handle {Bolted SS handhold}

39. 39
UPHOLSTERY(AC COACHES):-
• Fire {flame} retardant Curtains in 1AC & 2AC
coaches
• Bed sheets, Blankets, Napkin/Towel & Pillows
{i.e. Linens} in all AC Sleeper Class coaches
TRIMMINGS:-
• Rexines & PU foams in all the seats & berths
• 2 mm thick PVC flooring replacing MgOCl ones
• 2 mm thick Al chequered sheets on Doorways
& Gangways
VESTIBULE AREAS:-
• Fire {flame} retardant UIC “rubber” on MS
3.15 mm thick vestibules
• 6 mm chequered MS “fall” {flap} plates
DOORWAYS AROUND WASH BASIN:-
• Garbage bins beneath SS wash basins {box
covered} {garbage collected in plastic bags at
CTS & accordingly disposed off}
OTHER PASSENGER INTERFACE ITEMS:-
• Body Side Doors
– Door handle
– Door Latches
– Door top structures
• Windows
– Inert gas filled sealed glass units in AC coach windows
– Louvre Shutters in Non AC Coach windows
– Glass Shutters in Non AC Coach windows
– Window Side Structures
• Lavatories
– Windows with Frosted glass/sealed windows/BANJO fittings
– Lavatory doors having tower bolts & turn over catches
– SS D type/porcelain Wash basins, SS Pans/commodes,
Flush valves & taps, SS Mugs, Soap tray, Liquid soap
dispenser, Tissue Paper Rolls, Coat Hooks, Towel rings,
Exhaust fans & lights, SS Wall protectors
OVERHEAD WATERTANKS:-
 Types of Overhead 100 gallons Al Water Tank currently used in ICF NAC coaches.
 Conventional design:- ICF SK-6-3-080,being used from early 90’s {Al fabricatedtanks in Non
AC coaches}
 Two Piece design:- ICF SK-6-3-444, beingused from 2003 {Welded zones not at thetank floor}

40. 40
12: PAINTING
Object of Painting in Coaches:
1. To prevent the surface from atmosphere i.e. Corrosion.
2. To prevent the surface from Wear-Tear.
3. To prevent surface from Harmful Insects
4. To reflect Heat & Light.
5. To produce Aesthetics look (formal nice to look at) of surface.
6. To produce New Life.
Composition of paint:
There are following ingredients of Paint
 Pigment
 Binder
 Solvent
 Additive
Pigment:
 Pigments contribute color in the paint.
 Pigments give the paint special properties.
 Pigments can be classified as natural and synthetic types.
 Pigment effect cost of the paint.
Binder:
 The binder, or resin, is the actual film forming component of paint.
 Binders can be categorized according to drying or curing mechanism
Solvent:
 The main purpose of the Solvent is to adjust the viscosity (control flow) & affect the stability of
the paint.
 It is volatile and does not become part of the paint film.
 The carrier for the non volatile components.
 MTO or Xylene is the main solvent for Industrial paints.
 Water is the main solvent for water-based paints.
Additives:
 Additives are usually added in small amounts to
 Provide a significant effect on the product.

41. 41
SCHEDULES OF PAINTING IN ICF/RCF COACHES IN INDIAN RAILWAY:-
There are following two type of schedules are followed in Indian Railway for
Painting in Coaches during POH-
1. ‘A’ Schedule
2. ‘C’ Schedule
“A” SCHEDULE (NINE DAYS):-
1st Day: Remove old paint.
2nd Day: One coat of Red Oxide Zinc chromate primer.
3rd Day: One coat of brush filler followed by spot putty to fill up holes/dents where required.
4th Day: Filler second coat (including spot putty where necessary)
5th Day: Rub down with silicon carbide water proof paper Gr. 120 & 220
6thDay: One coat of under coat
7th Day: Flat with silicon Carbide water proof Paper Gr. 320. One coat of enamel finishing.
8th Day: Flat with silicon Carbide water proof Paper Gr. 400 and apply a second coat of synthetic
enamel finishing.
9th Day: Lettering with Golden yellow and miscellaneous work (cleaning window glasses etc.)
“C” SCHEDULE (FIVE DAYS):-
1st Day:Cleaning with soap solution or any other cleaning solution and wash thoroughly with water
touch up damaged portion with primer recommended under A schedule.
2nd Day:Spot putty if necessary and one coat of under coat.
3rd Day:Flat with silicon carbide water proof paper Gr. 120 & 220,and apply one coat of finishing
enamel.
4th Day:Flat with silicon carbide water proof Gr. 400 and apply a second coat of synthetic enamel
finishing.
5th Day:Lettering with golden yellow and miscellaneous work.

42. 42
INTERIOR PAINTING OF COACHES:-
a. Newly built coaches with laminated plastic panels require painting only on the steel mouldings. The
mouldings should be cleaned in every POH and repainted with one coat of synthetic enamel to IS:133-
93 of appropriate colour. Sketch 90068 gives the interior colour scheme of coaches.
b. If the condition of the paint on the mouldings has deteriorated or become thick, the complete paint
should be removed by the paint remover. The moulding should then be washed thoroughly, allowed to
dry and repainted with one coat Red-oxide zinc chromate primer to IS:2074 -92 followed by synthetic
enamel to IS 133-93 of appropriate colour.
c. Aluminum window frames should not be painted, but should be thoroughly cleaned of all stains in
position. If they are very dirty, they should be removed and cleaned with oxalic acid. FRP windows
should be painted with polyurethane paints to RDSO specification No. M&C/ PCN/100/ 96 (Chapter
IV).
d. Laminated panels should be polished with silicon paste or similar suitable polish to restore luster and
also to provide a protective coating.
e. Coaches other than those fitted with laminated plastic panels should be cleaned with soap solution or
suitable detergent and thereafter cleaned thoroughly with wet cloth so that all head stains, oily marks,
etc., are completely removed. Then a single coat or, if required, a double coat of synthetic enamel to
IS:133-93 should be applied by brush/spray.
f. In case where the old paint has become thick due to repeated painting or where the paint has
deteriorated or cracked, the wooden panel should be removed and replaced or reused after completely
removing the old paint and repainting it.
MARKING OF COACHES TOGETHER WITH EXTERIOR:-
All lettering on coaches should be according to the sizes prescribed in the marking diagrams for the
type of coach to which they pertain (refer RDSO drawing number CSC-970). Anti telescopic coach end
walls should be marked with yellow stripes as sketch no. 77356. Each should be marked with following
details:
i) Coach No., Owning Railway, and Mechanical code if any.
ii) Name of base station for primary maintenance
iii) No. of compartments and seating capacity as prescribed for the type of coach
iv) Notices for use of alarm signal, safety precautions etc. if separate notice plates for these are not
placed.
v) Transportation code applicable to the type of coach as per appendix ‘B’ of IRCA Conference Rule
part IV.
vi) Carrying capacity of OCV’s to the nearest tonnes up to one decimal place above actual capacity.
vii) Tare weights as recorded at the time of initial building or subsequent major modifications.
viii) A woman’s figure head painted on illuminated panel of compartments permanently reserved for
ladies.
ix) Return date showing the month and year in which the coach is required to be returned to the owning

43. 43
railway workshop for POH.
x) The capacity of the dynamo and light/fan loads to be stenciled on the end panels.
TOOLS AND PLANTS FOR PAINTING
a) Types of brushes:-
i) Round brushes nos. 1/0, 2/0, 3/0 & 4/0.
ii) Flat brushes nos. 25 mm, 38 mm, 50 mm, 63 mm, 75 mm,
100 mm
iii) Lettering brushes:
_ Flat brushes nos. 1 to 12
_ Round brushes nos. 1 to 12
iv) Stencil brushes
v) Cleaning brushes for LP sheets with soda ash
b) Putty knife :-
i) Pallet knife
ii) Falling knife
iii) Haking knife
c) Scrapers:-
i) Shave tukes
ii) Triangular
iii) Semi circular
iv) Diagonal
d) Abrasive papers:-
i) Silicon carbide water proof paper grade nos. 120, 220, 320 &
400.
e) Painting spray gun with air compressor plant for painting.
f) Safety Equipments for painting:-
a. Respiratory mask: Inhalation of solvent vapours or paint mistshould be avoided by using proper
Respiratory mask.
b. Hand gloves: Contact of liquid paint with skin should be avoided byusing proper gloves.
c. Goggles: Contact of liquid paint with eye should be avoided bygoggles.
d. Forced ventilation: Forced ventilation should be provided whenapplying paint in confined spaces or
stagnant air

44. 44
13: Inspection of Bogie And Bogiecomponents
In this section three components are inspected.
1)SideBearer
2)CentrPivot
3)Coupler-screwcoupler/knucklecoupler
Inspection of side Bearer side bearer is a component which restricts the excessive motion or coaches on
bogies in the direction perpendicular to the track. Side bearer is connected to the bogie frame by rhree
knee joints.This knee joints due to constant wear and stress-strain tend to develop cracks and fatigues.
This can be dangerous in case this cracks progress and break the joint resultiag weakening of lateral
motion of coaches in bogies. This can cause accidents To avoid this inspector checks each knee joint
with a help of torch and finds out crack. After detection or cracks they are welded to strengthen the
knee joint.
Inspection of Centre Pivot centre pivot is the slot provided in the bogie for the centre pivot of coach to
go in to. Due to turning this pivot also wear and have to be inspected in order to replace or repair.
GENLRAL INSTRUC11ONS FOR INSPICTION IN WORKSHOPS
when coachnes are received in the workshops for repairs they should be thoroughly inspected for
locating corroded members by competent and trained staff who have thorough knowledge of integral
coaches. Adequate instruments such as spikce hammer, torch etc should be provided to enable proper
and through inspection being carried out. It is seen that these coaches generally require their first
corrosion repair after 9-11 years. It is therefore essential to visually inspect all coaches irrespective or
their age and if signs of corrosion are noticed, they should be subjected to through detailed inspection.
For those post 1977 built coaches which are provided with sealed window sills and closed turn unders
mandatory opening or side wall sheet for inspection is not necessary this should be done on condition
basis only. Normally, coaches thoroughly inspected and attended to for corrosion repairs in accordance
with the instructions given in this pamphlet should not require corrosion repairs at the same location for
a further period or six to seven years, but in view or factors such as non-vailability or materials of the
prescribed quality and specification variations in quality or workmanship and climatic and service
conditions from Railway to Railway, it is difficult to predict the period with any degree of accuracy. it
will, therefore, be necessary that on subsequent visits or these coaches to shops for POH, all coaches
irrespective of age and the degree or attention given in the previous POH should be subjected to a
through examination.

45. 45
14:ISO STANDARDDIZATION
ISO 9001:
ISO 9001 is an International Standard that gives requirements for an organization for quality
management system (QMS). It is part or a family of standards published by the International
Organization for Standardization (ISO) and often referred to collectively as the “ISO 9000 series” or
ISO 9000 family For this reason, you may sometimes hear your suppliers refer to being ”ISO 9000
certified”, or having an”ISO 9000-compliant QMS”. This will normally mean that they are claiming to
have a QMS that meets the requirements of ISO 9001. the only standard in the ISO 9000 family that
can be used for the purpose of conformity assessment. It is important to understand, however, that ISO
is the body that develops and publishes the standard - ISO does not “certify” organizations, as will be
explained later in this text. The objective of ISO 9001 is to provide a set of requirements that, if
effectively implemented, will give you confidence that your supplier can consistently provide products
and services that: • Meet your needs and expectations Comply with applicable regulations
here are various ways in which your supplier can claim that its QMS meets the requirements of ISO
9001. These include: . “Supplier's declaration or
conformity”:
A declaration by your supplier itself affirming that its QMS meets ISO 9001 requirements, usually
supported by legally binding signatures. This declaration can be based on your supplier's internal audit
system, or on second-party or third-party audits-.. Second-party assessment:
Your supplier has been assessed directly by its customer (for example by you, or by another customer
whose reputation you respect) to check if its QMS meets ISO 9001 requirements and your own
requirements - sometimes used in contractual “business-to business” transactions. Third-party
assessment (often referred to as certification or registration):
Your supplier hires an impartial third party (a certification body or “registrar”) to conduct an
assessment to verify conformity to ISO 9001 requirements. This third party then issues a certificate to
your supplier describing the scope of its QMS, and confirming that it conforms to ISO 9001. •
Additional confidence may be derived from the fact that some certification bodies (registrars) are
accredited by nationally or internationally recognized accreditation bodies that verify the certification
body's independence and competence to carry out the certification process. Many accreditation bodies
have multilateral arrangements under the umbrella of the International Accreditation Forum (IAF) to
promote worldwide mutual recognition in support of world Trade organization (WTO) free trade
principles.
•ISO 14000 :
The IsO 14000 family includes most notably the ISO 14001 standard, which represents the core set or
standards used by organizations for designing and implementing an effective environmental
management system (EMS). Other standards in this series include ISO 14004, which gives additional
guidelines for a good EMS, and more specialized standards dealing with specific aspects or
environmental management. The major objective of the ISO 14000 series of norms is to provide
“practical tools for companies and organizations of all kinds looking to manage their environmental
responsibilities.”
The ISO 14000 series is based on a voluntary approach to environmental regulation. The series
includes the ISO 14001 standard, which provides guidelines for the establishment or improvement or

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an EMS. The standard shares many common traits with its predecessor, ISo 9000, the international
standard of quality management, which served as a model for its internal structure, and both can be
implemented side by side. As with ISO 9000, ISO 14000 acts both as an internal management tool and
as a way of demonstrating a company's environmental commitment to its customers and clients.
•lSO 18000 :
ISO/IEC 18000 is an international standard that describes a series of diverse RFLD technologies, each
using a unique frequency range. ISO/IEC 18000 consists of the following parts, under the general title
Information technology — Radio frequency identification for item management:
Part I: Reference architecture and definition of parameters to be standardized Part 2:
Parameters for air interface communications below 135 kHz
Part 3: Parameters for air interface communications at 13,56 MHz[al
Part 4: Parameters for air interface communications at 2,45 GHz
Part 6: Parameters for air interface communications at 860 MHz to 960 MHz Part 7: Parameters for
active air interface communications at 433 MHz The ISO/IEC 18000-6 is a large document.
In 2o12 it was split into 5 parts for publication:
GENERAL
Part 61: Parameters for air interface communications at 860 MHz to 960 MHz Type A
Part 62: Parameters for air interface communications at 860 MHz to 960 MHz Type B
Part 63: Parameters for air interface communications at 860 MHz to 960 MHz Type C
Part 64: Parameters for air interface communications at 860 MHZ to 960 MHz Type D
The various parts or ISO/IEC 18000 describe air interface communication at different frequencies in
order to be able to utilize the different physical behaviors. The various parts of ISO/IEC 18000 are
developed by ISO/IEc JTCI SC31, “Automatic Data capture Techniques”. conformance test methods
for the various parts of ISo/TEC 18000 are defined in the corresponding pans of ISO/IEC
18047.Performance test methods are defined in ISO/WC 18046

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CONCLUSION
This training focused upon increasing our knowledge and
interest in toward the Maintanance and repairing of Railway
Carriage & Wagons. Because It is most efficient and necessary
needs to peoples in these days so its production at most
efficient method with minimum cost and in proper sequence
with less wastage. It increase my practical skills that’s the main
thing which I learnt in the training session. Thus, I believe that
my training session will be beneficial for various purposes and
hence our efforts will be fruitful.