• Unusual sound due to flat faces on tyre of wheel in any vehicle of train. 
• Whistling sound from bearing, if unattended that can lead to hot box. 
• Hanging part or loose fitting on the vehicle. 
• Any Spring broken. Brake binding on any vehicle. Any component of spring suspension like bracket loose/broken etc. 
• Any abnormal behaviour of vehicle during run. 
• Any other defects which can affect the safety of the train. 

Site shall provide unobstructed view of under gear from both sides.

• Speed of the train shall not be more than 30 Kmph. The track should not have any rail joints at the location, It should cover the entire length of train. 
• Should have adequate space for arrangement of shelter for staff. 
• It should be ensure that proper lighting arrangement is provided on both the sides of the track at nominated spots 56 for examination of under gear parts during night. Focusing of lights shall be done by keeping a coach on the line and adjusting the angle of light to illuminate under gear and bogie.

• Related to safety: Protect the Examination line. Thorough examination and repair of under frame, Bogie, Brake gear, Draw & buffing gear. Test and repair of Vacuum / Air brake system for Brake power including test/repair of Passenger alarm system. Lubricate all moving and rubbing parts. Give preventive maintenance schedule attention for the coaches except IOH. 
• Related to amenities: Dry sweeping, Cleaning, Swabbing, Watering, Pipe fitting work, Trimming work, Carpentry work, Padlocking, Painting. 

• Place the rake/coaches on the washing pit provided with equipments required for washing and cleaning. It should be ensured that the rake/coach is protected with proper board/signal for safety of the staff working and to prevent 59 movement/disturbance in the activity. Scotch blocks with locking arrangement should be used to protect lines and keys should be kept with SSE(C&W) till the time rake is under maintenance. 
• Before starting washing and cleaning of side wall, ensure that the glass shutters and louver shutters of that side are lowered. Remove dirt/dust accumulated on shutters by compressed air or duster. 
• Remove old reservation charts/labels on the body panels. Splash water on old charts so that they are wet and can be easily removed. Care should be taken to avoid any damage to the paint. 
• The cleaning solution should be spread/rubbed with nylon brush or sponge brushes and then rubbed thoroughly to clean the panels. Extra attention should be given to oily and badly stained surfaces. Use recommended solutions for cleaning as per RDSO specification No. M&C/PCN/101/2001 or use cleaning agents approved by CME of the Railway. 
• Destination boards may be removed and cleaned with brush/duster. 
• Clean the external surface by high pressure jet where facilities are available. 
• All exterior panels including end panels should be hosed with water and brushed with diluted soft soap (detergent solution). The strength of the solution may be increased or decreased according to RDSO specification M&C/PCN/101/ 2001.

• Before starting cleaning of toilets ensure that all repairs in the toilets have been carried out and after cleaning no employee should enter in the toilet. 
• Doors and walls should be cleaned with water sprayed by high pressure jet up to waist level. Apply specified solution and rub thoroughly with sponge brush/ nylon bristle brush. 
• Indian style lavatory pans have to be cleaned by thorough rubbing with concentrated solution of recommended cleaning agent. Western style commode shall be cleaned similarly, however due care should be taken that the cleaning solution does not fall on commode lid which may damage/spoil it. The flooring should be rubbed with nylon bristles/sponge brush and cleaned with recommended cleaning agent. The drain holes should be cleaned thoroughly for easy discharge of water. 
• The mirrors in toilet should be cleaned with light wet cloth. Recommended solution should be used for cleaning the dirty portion of glasses.
• After all the washing and cleaning in the toilets mentioned above, the toilets should be thoroughly cleaned with water jet and water should be flushed out. All fittings and floor should be wiped dry with a cloth. After cleaning, spray deodorant in the toilet to remove the bad odour.

• Empty the magazine bag and waste from dust bin. Sweep the whole coach with broom in sleeper coaches. Clean the floor of AC coaches with vacuum cleaner. 
• Remove dust from floor, berths/seat, and magazine nylon wire mesh bag fitted on panels and fan guards with duster. Use of vacuum cleaner is recommended in such areas. 
• Also remove dust/dirt from under the berths, window sill, and sliding door, railing corner and all corner & crevices of coach interior with vacuum cleaner if provided. Ceiling panels, wall panels, cushion berths, fittings, table top, etc. should be cleaned with duster and stain marks on these should be removed by use of recommended soft detergent.
• Aluminium frames, strips, and other metal fittings, etc. should be cleaned with recommended cleaning agent. FRP window frames, louvers, etc. should be cleaned with recommended solution and rubbed out by nylon brush or sponge /duster to remove stain marks. Alarm chain handle and its holding bracket should be washed and cleaned. The PVC flooring should be rubbed with nylon bristles/sponge brush and cleaned with recommended cleaning agent. 
• In AC coaches, the amenity fittings and toilet fittings such as coat hanger, stools, arm rest, foot rest, towel hanger, etc. should be cleaned with duster. Stains on these items should be removed with recommended detergent solution. 
• The compartment carpet should be cleaned with vacuum cleaner. Every month, the carpet should be cleaned thoroughly by taking it out from compartment and if necessary they should be dry cleaned in every three to four months. Before re-laying the carpet, the compartment floor should be thoroughly cleaned. Spray recommended air freshener in the coach. No employee should be allowed to enter the coach for any purpose/work after complete cleaning 
• Curtains in the AC Coaches and Tourist Cars should be removed for periodical washing and cleaning. Faded and damaged curtains should be replaced on condition basis. Precaution should be taken to prevent nuisance of cockroaches in AC coaches and pantry cars by periodical disinfestations.  No repair works on Electrical train light/fan/AC) or Mechanical account should be left to be carried out after washing and cleaning of the coach. 

• Cleaning of GS, guard and passenger compartments of SLR should be done as mentioned above in sleeper coaches. 
• Interior surfaces of parcel and luggage vans should be cleaned thoroughly with recommended detergent and water, and the water should be completely flushed out and make the compartment dry without any moisture. 

• Buffer plungers should be scrubbed with a scraper to remove dirt and muck. Thereafter, they should be wiped clean and lubricated with oil. 
• Screw coupling threads should be cleaned with wire brush to remove all dirt and dust. Thereafter, it should be cleaned and given a light coat of oil. 

• During every trip, and Schedule A & B, Examine visually condition of bogie side frame, transom, longitudinal etc especially at all welded locations. Examine rubber stopper and crown bolt of axle box, Axle box & Bolster safety strap for damage/ missing/ loose. Examine Brake hanger brackets for damages. Examine the brackets for safety wire rope of brake beam. Examine visually BSS hanger brackets, Anchor link brackets. Visually examine centre pivot mounting bolts, centre pivot cover and attend if needed. Side bearer oil to be replenished in A & B schedules, if needed.
• During IOH at depot, further to attending all the above items, Examine condition of wearing piece and wearing plate, oil level in side bearer oil baths and replenish if oil 64 level has gone down below the level of last thread of oil filling cup. 

• Every trip visually examines axle box springs for breakage, dash pot oil filling special screw for deficiency. Check oil leakage in dash pot through defective seals/vent screws. Visually examine axle box clearance 
• During Schedule A & B, examine all items as above. Add specified grade of oil in dash pot. Visually examine and adjust axle box clearance. 
• During IOH at depot, further to attending to all the above items, examine the axle guide assembly by lifting the coach and give any attention if necessary. Check axle box clearance with gauge and adjust. 

• During every trip, and Schedule A & B, visually examine bolster springs for breakages or any other defects. Visually examine Bolster lower spring beam, BSS hangers, hanger blocks, BSS pins. Check bolster clearance between top of bolster and bottom of bogie frame. Visually examine equalising stay rods and pins (small and big) and brackets. Check and attend safety loops of Equalising stay rod. Visually check anchor links, and its securing bolts and attend if needed. Examine safety loops of bolster, vertical shock absorbers for damages and attend if required. 
• During IOH at depot, dismantle Secondary suspension and measure the dimensions of spring, BSS hangers, Hanger pins, Hanger blocks and the hole in the bracket. Remove the equalising stay, measure the pins/bushes for any wear and re-grease the pins. After assembling maintain the Bogie ‘B’ dimension as prescribed. 

• Every trip, check brake gear and adjust so that the piston stroke is within the limit. Examine brake beams for breakages/damages. Check and attend brake beam safety wire ropes/safety straps. Check and attend brake shoe head and key & replace if necessary. 
• Check and replace worn brake blocks. Visually inspect and replace brake hangers, brake gear pins and cotters/split pins if necessary. Visually inspect and replace damaged/missing brake gear bushes. During Schedule A & B, further to examination of the above, check and attend brake block adjuster. Examine and attend brake levers, floating lever suspension brackets
• During IOH at depot, examine all items as above. Examine and replace all brake gear components found deficient and worn out 

• Every trip, Schedule A & B, check and replace damage/missing split pins/cotters/rivets. Examine draw 66 hook, draw bars and rubber pads for damages. Check condition of the screw coupling and its components and replace if required. Check condition of draw beam and locating pins on it. Examine visually draft key locking pins. 
• During IOH at depot, examine all items as above, Ensure that wear on screw coupling shackle pins, trunnion pins, shackle/link holes and draw hook holes should not exceed 3 mm. Ensure that wear at any section on draw hook should not exceed 10 mm. 

• Every trip, Schedule A & B, visually examine Buffer plunger for drooping, crack/wear and stroke length. Examine Buffer casing for crack and its securing arrangement. 
• During IOH at depot, dismantle the buffer assembly, and check for perished pads, destruction tube, worn out Buffer face/spindle etc and attend/replace where ever necessary. Buffer alignment with head-stock should be true. Buffer projection should not be less than 600 mm and not more than 635 mm. 

• Every trip, Schedule A & B, examine visually axle box for grease oozing and warm box and any damages/loose covers. Visually examine the profile of the tyre and check 67 with tyre defect gauge if appears nearing condemning limit. 
• During IOH at depot, check the wheel distant gauge for loose/tight wheel. Examine axle pulleys on the wheels 
• In addition to normal checks, wheels to be checked for defects as per CMI – K 003. 

• A coach should invariably be detached from service for the following defects 
• Hot axle box, damaged axle box, damaged front or rear cover, Seized roller bearing, Coach involved in accident, derailment, fire, flood etc. 
• Care should be taken not to keep a coach fitted with roller bearing stationary for a long time. Coaches stabled for a long time should be shunted up and down at regular intervals. 
• Coaches fitted with roller bearing should be ensured that: 
• No wash basin drain hole / discharge pipe is directly above the axle box. The front and rear covers of the axle boxes are not damaged, cracked or loose. Clearance between axle box and wheel is such that the axle box does not rub against the wheel. Brake gear is properly adjusted to avoid possibility of brake binding. 

• Load carrying capacity is 12 ton maximum. 
• Speed 75 kmph & 100 kmph Max. 
• The life of such converted coach is 30 years from the date of original manufacture. 
• Wider end opening of 2800 mm × 2200 mm. 
• Improved adjustable internal locking and lashing arrangement to avoid damage to the vehicle during transit. 
• The periodicity of POH is 24 months. 

• The lowest permissible wheel diameter for a coach turned out after POH shall not be less than 837 mm. 
• If the buffer height requires adjustment, the load on the axle box springs should be released and the packing rings in halves shall be inserted below the axle box springs. The total height of primary springs and compensating rings should not exceed 295 mm. There should be a minimum clearance of 40 mm between the axle box wing lugs and their safety straps. 
• The clearance between the axle box crown and the bogie frame should thereafter be adjusted as per the table given below: 

• On the same axle 0.5 mm 
• On the same bogie 5 mm 
• On the same coach 13 mm 

• In earlier design Acetal bushes were used in the brake rigging. Since these bushes were cracking and wearing at faster rate, results in frequent replacement of Acetal bushes during maintenance and POH. 
• Hence to prevent frequent replacement of bushes, the brake gear bushes are replaced with Nylon 66 material. To increase the life of the bushes further, the brake gear pins are finished with N-5 ground finish and coated with Chromium to the thickness of 25 microns. The purpose of coating the pins with Chromium is that it is very good wear resistant material. 
• After the above modifications on the bushes and pins, the pins practically show no wear during POH and therefore can be reused. 

• But when the wheel diameter reduces, the buffer height also reduces. To bring back the buffer height to normal a packing piece is given between the Dashpot and the Axle box. 
• Generally whenever the wheel diameter reduces to 839 mm, a 38 mm packing is given between the dash pot and the Axle box, thereby raising the brake block by 38 mm from the centre of the wheel. In this condition, the brake block force is not along the centre line of the wheel but on the upper half of the wheel during brake application and there is a tendency for the brake block to mount over the wheel due to the dragging of brake block by the wheel in the direction of wheel movement.

• To prevent the mounting of brake blocks over the wheels whenever lesser diameter wheels are used, the length of the brake hanger is increased from 205 mm to 235 mm in order to make the centre of brake block to coincide with wheel centre.

 Modifications done on the Z-lever hanger pin: 

• The flat size of the hexagonal portion of the lever hanger pin was 46 mm, which is smaller than that of the bush used for the Z shaped lever. This resulted in the bushes getting damaged due to the rubbing action against of the hexagonal portion of the lever pin No.3. 
• To prevent the damages to the lever bushes and also working out of bushes, the flat to flat of the hexagonal portion is increased from 46 mm to 55 mm. 

Modification done for articulation arrangement: 

• In ICF coaches it was found that the spindle rod of SAB often broke due to bending of spindle while negotiating a curve. The play for the SAB is only in the vertical plane and not in the horizontal plane. Secondly sufficient support is also not provided leading to high oscillations on bad tracks. To overcome the above said defect, an articulation bracket is provided only for vacuum braked stocks, which facilitates the SAB to move laterally along with the bogie whenever it is negotiating a curve. 

Modification done on Equalising stay: 

• The 13 tonne bogies stay pins were often found in bent condition and have to be removed only by gas cutting, but there was no problems noticed in the 16 tonne bogies. It was also observed during POH that about 80% of stay rod pins of 13 tonnes bogies are received in bent and 40% have to be removed by gas cut. 
• The reason is that the diameter of the pin used for 13 tons bogie is only 24 mm when compared to 31 mm diameter pin used in 16 tons bogies. 

• To prevent frequent replacement, the equalizing stays have been standardized with 16 tons capacity for all the newly manufactured coaches. 

Modification on Axle box crown bolt: 

• During POH, it was found that the axle box housing bolt arrangement has to be replaced due to damages and also during maintenance difficulties were experienced to maintain a constant crown clearance between the bogie frame and the axle box due to working out of bolts. This is mainly due to hitting of the bolts on the run. 

• To overcome the above problem, a rubber stopper is provide with the bolt to dampen the shock, to enable to adjust the clearance under the operating condition in case of wheel wear and fatigue of springs. It also enables for the easy replacement of the rubber pads without lifting the coach. 

• Often the guide cap in the axle guide assembly is found dropped. The normal practice is to weld a strip with a bolt 94 and tighten the guide bush at the bottom with a nut. During run, this also drops down due to the vertical and lateral oscillation. The dropping of guide cap results in damages to the threaded portion at the bottom of the guide, since it comes in contact with the dashpot directly. 
• To overcome the above problems, the guide cap is completely eliminated by carrying out two modifications on the guide. The purpose of providing the guide cap is to allow the oil from dashpot into the guide with restrictions and also to secure the guide bush in position. 
• To allow the oil from dash pot into the axle guide a 5 mm plate with perforated holes is welded with the axle guide at the bottom from inside. 
• A circlip is used to secure the guide bush in position. 

Modification done on the headstock: 

• In the earlier design the vertical pitch hole distance on the headstock for fitment of buffer was only 120 mm. As the resisting area was reduced due to the lesser pitch hole distance, the headstock were getting crack. 95 
• To prevent cracking of headstock, the vertical pitch hole distance for buffers on the headstock is increased from 120 mm to 170 mm 

Modification on Buffer rubber pads: 

• In the earlier design, 14 pads of 20 tonne-inch capacities were being used with a dividing plate interposed between them. But it was found that mixing of old and new pads lead to damage to the pads, as seating was not uniform and also leads to headstock failures. To avoid this, modified rubber pads of 40 tonne-inch capacities (1030 kg-m) of 32 mm thickness are recommended. This leads to reduction in the maintenance required for the buffer in open line. 
• The modified rubber pads have increased contact area between the pads, to prevent damages to the rubber pads.

 Dimensional check report for the bogie frame: 

• It was found that the designed tolerance was not being maintained in the bogies during manufacturing and to avoid failure of axle guides at the joint, a dimensional check list is separately formed for non-AC, AC and power cars. 

Modification done on the brake beam of Air braked stock: 

• Often it was found that the brake beam was failing near the central stiffener because of corrosion due to water accumulation. Also there was no provision for hanging the brake beam with a safety wire rope from bogie headstock. To avoid this, now stiffeners of 3.15mm and drain holes are provided. As there was no proper testing procedure for accepting the brake beams, a testing procedure also is suggested. 

Testing of Brake Beam: 

Apply a tensile load of 12 tonnes between the brake shoe ends and the floating lever end. On 12 tonnes load, an elastic deformation of 3mm is permitted. On removal of load, the truss beam should come back to its normal position. However a permanent deformation of not more than 0.5 mm is permitted.

• Change in securing arrangement of anchor link, similar to that of Fiat Bogie. 
• Use of Hopper type Shutters in place of banjo type frosted Shutters in toilets. Provision of ventilator with Arc shape fins with LAV for proper circulation of Air. 
• Provision of Resetting Handle with wire rope on end panel for the resetting of ACP from ground itself and APD for Guard van valve and its handle. Increase of vent hole dia in PEAV from 4 to 8 mm. 
• Reduced width of brake shoe head by 5 mm from inside. 
• Crash worthiness of the coaches is increased by making following modification; 
• Mirrors are rounded at the edges, berths are rounded in the corners, side seat backrest holding arrangement is shifted to the inner side, sunk in type mirror shelf, modified berth chain, etc. 

The assumptions for the formulation of certain standards of assessing comfort is purely from the point of view of vehicle oscillations transmitted to passengers only. The human sensation of comfort is dependent on displacement, acceleration and rate of change of acceleration. Basically, these indices are function of the amplitude of vibration and frequency of vibration. In other words, the product of these values could be used as measure of comfort/discomfort.

However the sensation of smooth riding is also affected by other factors like temperature, humidity, noise, dust & various 98 psychological factors experienced by a passenger during run. The ride index is just a number with no units and its value gives us an indication of the riding comfort of a vehicle. The index is easily calculable during field trials by measuring the vertical/lateral accelerations using standard accelerometers.

 Ride Index gradations are as follows:

The ride index as described above gives the average riding quality of a vehicle over the chosen length of track (generally one kilometre). However, individual acceleration peaks also have an effect on the comfort of the passengers. Accordingly, limits for maximum acceleration values have also been laid down for coaches and locomotives. For details, the Third Criteria Committee Report of RDSO may be referred.

The Following Measures Should Be Given to Maintain Ride Index in ICF coach:- 

Proper checking of primary suspension arrangement. Checking free height &height variation of primary suspension springs and grouping. Ensure sufficient level of oil in the telescopic hydraulic dash pot. Gap between safety loop & axle box lug should be within limit i.e. 40 mm. proper pairing of springs on secondary suspensions. Free height of spring should be within limit. Ensure proper working of shock absorber. Proper checking of side bearer for oil level & wear on bearing piece/plate should be within limit. Proper checking of silent bushes fitted in bolster for proper matching with centre pivot.

Proper checking of buffing gears for buffer face contact. Plunger stroke should not be more than 127 mm & less than 51 mm. All securing bolts & nuts should be properly fitted. Proper checking of draft gear. Coupling should be fully tightened evenly. Other securing nuts, washers, cotters should be in proper position. Anchor links should be intact with good silent block bushes. All break gear pins should be provided with proper bushes. Dynamo pulley & belt should not be loose. It should also be ensured that there is no wheel defect such as flat faces (not more than 50 mm), deep flange, skidded wheel, sharp flange, thin flange etc. In addition, the Ride Index can also be improved by ensuring proper p/way maintenance, signal defects & good engine man ship of the driver.

2.13 CORROSION AND ITS PREVENTION 

Introduction: When metals are put into use in various forms they are exposed to environment containing liquids, gases etc. As a result of this the surface of metal starts deteriorating. This type of deterioration or destruction may be direct chemical attack or electrochemical attack.

Definition: corrosion is a chemical process of oxidation with metal to its surroundings, covering it into metal oxide, carbonates, hydroxide and sulphides. Oxidation takes place only when steel surface exposed to atmosphere or moisture. Chemical reaction is as follows:

Example: rusting of iron. When iron is exposed to atmospheric conditions rusting of iron takes place. During this exposure a layer of reddish scale and powder of oxide is formed and iron becomes week.

Effect of corrosion: Corrosion of materials is liable to performance of the product; lose their strength, ductility and certain other mechanical and physical properties.

With the introduction of all steel coaches corrosion has become a major problem. Once starts it is very difficult to control it. This requires replacement of the component. This is much costlier than to save the existing part by proper and timely attention.

Corrosion in ICF coaches: Corrosion in ICF coaches is very common. Corrosion repairs to coaches are mainly carried out during POH in workshops. Corrosion repairs are also done during 102 midlife rehabilitation of coaches that are 12 to 13 years old especially at CRWS, Bhopal next POH in 24 months.

During POH all the under frame members are thoroughly inspected to locate corroded members. Corrosion is indicated by flaking of paint, flaking of metal, pitting and scale formation. Components that is not visible from both sides such as sole bar and trough floor should be examined by tapping with a spiked hammer.

Particular attention should be paid to the more vulnerable members and locations given below.

1. Sole bars, body pillars, turn under and trough floor below lavatories in all types of coaches and luggage compartments of SLRS.

2. Sole bars, body pillars, turn under and pillars above lifting pads.

3. Sole bars, body pillars behind the sliding doors of SLRS

4. Sole bars, body pillars, turn under at the door corners & near coach body bolster.

5. Headstock

Inspection of under frame member for corrosion attention should be done as per technical pamphlet no 7602(rev: 1)

Reason of corrosion in ICF Coach: 

1. Accumulation of water, dust and salty discharge under luggage compartment in coaches.

2. Incorrect fitness of side panels.

 3. Galvanic cell formation between steel and aluminium near window area.

4. Seepage of water at corners and ends due to water accumulation on floor.

5. In sufficient surface preparation before welding.

6. Frequent use of concentrated acids for the cleaning of toilets.

7. Leaky push cocks, flusher valves.

8. Missing/defective commode chutes resulting in splashing of toilet discharge leads to corrosion of under frame members.

9. Carrying of perishables items like fish in SLRS and Parcel vans and insufficient cleaning after unloading.

10. Entry of water through gaps in window sills.

11. Cracks in body panels and roof left unattended.

12. Painting defects left unattended.

13. Damage to under frame and trough floor due to flying ballast in dynamic condition.

14. Acid spillage from batteries.

 Need of Corrosion prevention: 

1. To avoid premature detachment of coaches and wagons in service.

2. Corrosion makes wagons unfit for loading. This has a bad effect on earning capacity of railways.

3. There will be a shortage of wagons fit for loading if wagons are detached for corrosion repairs.

4. Detachment of coaches for corrosion repairs has an adverse effect on the normal composition of trains.

5. In monsoon season seepage of water through corroded panels spoils the consignment and railway is forced to pay compensation for the damage.

6. Manpower material and time involved in corrosion repairs can be controlled through proper anticorrosion measures.

7. Losses of railway revenue i.e. losses to the nation.

Always Remember the Saying: – ‘A STICH IN TIME SAVES NINE’ while dealing with corrosion.

Inspection during POH: 

1. Inspection of sole bars, body pillars and turn under: Examine visually and with the help of a spiked hammer from below the coach and the inspection holes in the turn under. If corrosion is suspected at places without inspection holes 100mm dia hole should be cut at the bottom of turn under for examination. If corrosion is noticed in the bottom half of the sole bar the trough floor to be cut to a width of 300mm for inspection. In case of heavy corrosion the side wall to be cut to a width of 500mm.

2. Inspection of headstock: Examine visually inner and outer headstock, stiffening behind buffers and the junction of sole bar and the headstock for corrosion. Examine the base buffer assembly carefully.

3. Trough floor: Examine trough floor adjoining the lavatories and under the luggage compartment of SLRS and Parcel vans for corrosion with the hammer.

Corrosion Repairs During POH: 

1. Repairs to under frame members: Repairs to under frame members should be carried out as per RDSO pamphlet no C7602 for ICF coaches. Corrosion resistant steel sheet for trough floor, pillars, sidewalls and roof should conform to IRS M-41-97. Electrode IRS class B2 of approved brands. Paint red oxide zinc chromate primer is-2074-62. Bituminous anti corrosive solution to IRS-P30-96.

2. Repairs to Headstock: Only 8mm thick sheet is to be used headstock repairs.

3. Repairs to Sole bar: The new sole bar section to be welded from both inside and outside.

4. Repairs to Side Wall Members: For repairs to side and end wall members’ interior fittings interior panels & window frames are to be stripped. Repairs to be done as per RDSO sketch No. 76019.

5. Repairs to Trough Floor: For trough floor repairs plywood flooring to be stripped. Repairs to be done as per RDSO instructions.

6. Repairs to Roof: Special attention to be paid at locations where gutter mouldings are and where ventilators are fitted. RDSO instructions to be followed.

HOW TO MINIMIZE CORROSION 

Corrosion in rolling stock cannot be eliminated altogether. Hot and humid conditions in our country are helpful for corrosion. A change in climate also has an adverse effect. However timely action during repairs and maintenance will minimize corrosion.

 DURING POH 

1. Thorough inspection giving extra attention to areas prone to corrosion.

2. Turn under repairs to be carried out with 5mm thick plates.

3. Only 8mm thick SS sheets to be used for head stock repairs.

4. Use stainless steel trough floor and inlays for toilets.

5. Use of 13mm comprege floor board instead of plywood.

6. Use PVC sheets for toilets and compartment floor.

7. Use stainless steel plates with drain holes in doorways.

8. Provision of tubular structure below lavatory area.

9. Corten steel is used for panel repairs.

10. Apply two coats of primer and three coats bituminous solution on all under gear members.

IN OPEN LINE 

1. During pit line examination check thoroughly all under gear and under frame components, trough floor and headstock etc. for corrosion. If corrosion is noticed take proper anticorrosive measures.

2. Drain holes and drain pipes should be clear so that water stagnation is eliminated.

3. All water leakage to be arrested at the earliest.

4. Proper repairs to damaged PVC floor.

5. Gaps in window sills to be filled up.

6. Deficient/defective commode chutes to be made good.

7. Hosing of coach interior is to be avoided.

8. Avoid strong acids for toilet cleaning.

9. Body patches to be painted, carry out paint touch up where paint is peeled off.

During IOH all vulnerable areas are to be properly inspected after Cleaning of turn under holes.

 How to apply anti corrosive paint in coaching stock.

 I. 1st coat ——- zinc chromate

II. 2nd coat —— zinc chromate, red oxide

III. 3rd coat ——- bituminous thin black solution

IV. 4th coat ——- Bituminous red brown solution

V. 5th coat ——- Bituminous primer thick black

VI. 6th coat ——- bituminous primer silver gray

Exterior paint schedule for coaches

At every 5th POH of a coach or if the condition of paint is not good adopt 9 days painting schedule. (A—schedule) otherwise choose 5days paint schedule.

A-schedule (9—days) 

1 st day – Remove old paint

2 nd day – One coat of red oxide zinc chromate primer

3 rd day – One coat of brush filler followed by spot putty

4 th day – Filler 2nd coat (spot putty if necessary)

5 th day – Rub down with silicon carbide paper

6 th day – One coat of under coat

7 th day – Flat with silicon carbide paper. One coat of enamel finishing.

8 th day – Flat with silicon carbide paper. 2nd coat of enamel finish

9 th day – Lettering and miscellaneous work

C-Schedule 

1 st day – Washing with soap solution touch up damages with primer

2 nd day – Spot putty if necessary and one coat of under coat

3 rd day – Flat with silicon carbide paper apply one coat of finishing Enamel

4 th day – Flat with silicon carbide paper apply second coat of finishing enamel.

5 th day – Lettering and miscellaneous work

Suggestions to Prevent Corrosion:

1) Supervisors involved in maintenance of rolling should be familiar with areas prone to corrosion.

2) Supervisors should educate their technicians about areas prone to corrosion.

3) Identify corrosion prone areas and inspect them thoroughly during pit line examination, sick line attention, ROH/IOH.

4) Suitable preventive measures to be adopted to save the affected component. In case of heavy corrosion replace the component.

5) Ensure painting of wagons during ROH. painting/ paint touch up during IOH and sick line attention.

6) Supervisors should educate their cleaning staff so that they follow proper cleaning technique.

7) Ensure water tightness of covered wagons.

8) Educate Shunting staff so that they perform smooth shunting without damaging the rolling stock.

9) Ensure proper cleaning of wagons by the contract staff after Unloading.

10) Electrical staff to be counselled about the corrosive effect of acids from batteries.

These small steps will go a long way in minimizing corrosion in rolling stock

BRAKE POWER CERTIFICATE (B.P.C)

This is certificate jointly signed by guard, driver and C & W supervisor prepared in triplicate by C & W supervisor after ensuring vehicle attached in train is fit to run and required amount of vacuum/pressure is maintain in engine and brake van/last vehicle. It contains train no., engine no., load, break up of load, brake power of the train, amount of vacuum/pressure in engine and brake van and first and last two vehicles number respectively.

Revised format of BPC for coaching trains was advised vide board’s letter No.98/M(C)/137/19 Pt. dated 25.08.06 S 121/2. As detailed below, certain practical situations/limitations where in the original BPC become invalid, need to look into:-

i) Two trains starting from different stations and amalgamating into one train at an en route station.

ii) Train originating from one station and disintegrating into two /more trains at an en route station

iii) Trains requiring revalidation of BPC as per provisions of RPC-4 category 3 (a) , 3(b) and 4 at terminal station or wherever train engine is changed at en route station, If no TXR staff is posted at such station.

To take care situation as above, it has been decided that.

a) For trains as in (i) above The BPCs for individual trains shall be clubbed at the intermediate amalgamating point, revalidated and the train worked up to the destination.

b) For trains under the category (ii) above, the originating station shall issue separate BPCs for all the trains which are to be formed after disintegration at any intermediate station. At the intermediate station the respective BPCs shall move along with the train after revalidation.

c) Whenever revalidation of BPC is to be carried out at NONTXR station, It is proposed that the exercise be carried out jointly by Guard and Driver as is prevalent for GDR checks of freight

For the purpose of checking brakes continuity and revalidation of BPC , whenever required , it must b ensured that the value of BP,FP in the locomotive and the rare most brake van are recorded afresh each time whenever the train engine is changed or the rake composition is altered.

There are four types of B.P.

The level of the air pressure/vacuum on the train engine and the brake van gauges as well as the percentage of operative cylinders should be recorded on a prescribed certificate and signatures of the driver and the guard of the train should be obtained by the Engineer (C&W) as per the procedure laid down 112 by each Railway. No train should be allowed to leave with an inoperative/defective Brake cylinder on any coach after pit attention. Trains which have been attended on pit line should have 100% brake power. Trains which are attended on platform or where secondary examination has been dispensed with or en route should have minimum 90% brake power.

Indian Railways                                                                                                           Annexure 1.1

“THIS CERTIFICATE IS VALID PROVIDED THE RAKE INTEGRITY IS NOT BROKEN OR CHANGED, OR THE TRAIN ENGINE IS NOT CHANGED . IF RAKE INTEGRITY IS BROKEN OR THE TRAIN ENGINE IS CHANGED , THIS CERTIFICATE SHOULD BE REVALIDATED BY ENGINEER (C&W) THROUGH ENDORSEMENT IN THE COLUMN PROVIDED ON REVERSE AFTER ENSURING BRAKE CONTINUITY , PROVIDED THE COACH(ES) BEING ATTACHED , IF ANY HAVE BEEN MAINTAINED AS PER EXTANT INSTRUCTION.”

 Driver’s name & signature                                                                            Guard’s name & signature

(Space for en route endorsement & Driver’s remarks on the reverse)

11. Driver remarks & en route endorsements by Engineer(C&W) 

IMPORTANT 

1. The incoming Driver shall handover the certificate to relieving Driver. If he is leaving the train without relief, it shall be deposited with the authority nominated to receive it, who will give it to the outgoing Driver.

2. The outgoing Driver & Guard will satisfy themselves from the coach nos. given in item 10 that the certificate pertains to their train.

3. It is responsibility of the Driver of train to satisfy himself that the brake power certificate is proper and valid, before working the train shall handover the certificate to relieving driver. If he is leaving the train without relief, it shall be 116 deposited with the authority nominated to receive it, who will give it to the outgoing Driver.

4. For the all types of coaches fitted with air springs in secondary suspension, all air springs should be in inflated condition. In case one or more air springs are in deflated condition, they should be isolated by isolating cock for air springs. Speed restriction of 60 kmph shall be imposed until the condition of air spring is rectified.

Brake Van Equipment: 

Similarly, other brake van equipment for which Mechanical Train Examining staff is responsible to supply, should be provided according to the instructions of each Railway. As per RDSO’s letter no. MC/CB/28 dt 19.5.2000, racks have to be provided in the SLRS for provision of portable control telephones, portable train lighting equipments, portable fire extinguisher, wooden wedges/skids and stretcher. Railways can modify existing emergency equipments rooms in the guard’s compartment to provide racks for keeping the above mentioned items except fire extinguisher

In view of emergency use, all originating trains should be provided following items in front & rear SLRs:-

i) Fire Extinguishers DCP type -in engine (to be supplied by Loco Shed)

ii) Fire Extinguishers DCP type in AC Coach, SLR, Pantry car(to be supplied by C&W)

iii) Wooden Wedges (To be supplied by C & W )

iv) Wooden or Steel Ladder (To be supplied by operating dept.)

v) Stretcher (To be supplied by Medical dept.)

vi) First Aid Box (To be supplied by Medical dept.)

vii) Electrical Box (To be supplied by ETL dept.) 117

viii) Field Telephone Set (To be supplied by S & T dept.)

Formation Of Block Rake: For the purpose of maintaining the coaches & rakes in good condition & to avoid public complaints the Chief Mechanical Engineer in consultation with the Chief Operating Superintendent Of The Railway shall form BLOCK RAKES for each of the long distance trains & the inter railway trains & also nominate spare of coaches adequate no. of the block rakes to replace sick block rake coaches.

Destination Board: Each coach on originated rake should be provided with destination board of approved size by the Primary Maintenance Depot.

Fire Extinguisher: Approved type of Fire Extinguishers should be provided on all originating trains according to number prescribed by railways in Brake Van , Postal Van , Dining Cars AC Coaches etc. These fire extinguishers should be periodically checked after every 3 months & completely refilled after 1 year. These Fire Extinguishers should not be over due for testing & refilling.

Deficiency Rolling Stock (DRS) For Coaching Stock: Railway should devise system for detecting deficiencies. Reports of deficiencies/defects in Rolling Stock (DRS) reports in the Performa should be prepared for each mail/express/passenger originating train in duplicate by the Engineer (C & W) Electrical (TL) and should be signed jointly with the RPF representatives. Reports for mechanical deficiencies should be prepared on specified Performa and may be altered by each Railway on the basis of the items most prone to theft on their system. This should be done soon after the maintenance of the rake is complete in the sick/washing lines. In case the train starts from the platform itself, these reports should be 118 prepared by jointly by C & W and electrical department. DRS Cards should be prepared in duplicate in which original copy is kept as a record copy and carbon copy is handed over to train guard. After the coaches have been jointly checked. And DRS reports have been made, the coaches should be pad locked/key locked and the key and report should be sent to the platform Engineer *(C & W).

Coach Maintenance History Card: Every coaching depot shall have computers for maintaining the coach maintenance history in software programmed which should be compatiblewith the programmed of the coaching workshop.

The “Coach Maintenance History Card” (MHC) for each of its coaches. The card will contain records of maintenance schedules including POH and special repairs in shops. It will also show the history of the coach from the time the coach is placed in service will its condemnation and will give details of all major repairs wheel changing bogie changing etc.

The complete history book of each coach, consisting of maintenance history cards, date card, trial card etc. will however, be maintained by the base workshop. When a coach is sent for POH or special repairs, a copy of its maintenance history card should be sent by its base depot to the workshop for record in its complete history books.