SOUTH EASTERN RAILWAY

Dated, 26th May2014

No.
Sr.DME/KGP, CKP, ADA, RNC
ARM/SRC
CDO/Tata, Hatia, ROU

Sub:

Maintenance guideline for BG coaches of ICF design safety related instruction

Maintenance instructions for BG coaches of ICF design have been detailed in CAMTECH maintenance manual for BG
coaches of ICF design. In addition RDSO, CAMTECH and Railway Board have issued guidelines with regard to safety
related maintenance. Taking into account the relevant instructions, the following guidelines are reiterated for compliance by
all concerned:
1.
Maintenance schedules to be followed:
1.1
To maintain coaching stock in good condition, the following maintenance schedules are prescribed to be carried out
in carriage depots on divisions where rake has been based for primary maintenance.
Schedule A - Monthly (1 month 3 days) in rake
Schedule B - Quarterly (3 month 7 days) in rake
Record of schedule attention should be kept in a schedule form for Sch A and Sch B. Items are to be attended as
detailed in Appendix F of CAMTECH maintenance manual for BG design ICF coaches.
(Ref: 112(a) of CAMTECH Chg. Manual)
1.2
IOH and POH attention:
i)
Periodicities of IOH/POH attention of conventional ICF coaches are as under:
Coach Category
New coach /
MLR coaches
Rajdhani Satabdi
(Conv)
Mail / Express
Passenger
Other OCVs

IOH Periodicity
At interval of 12 months
in Depot
At interval of 9 months in
workshop
At interval of 9 months in
depot
At interval of 9 months in
depot
At interval of 12 months
in depot

POH Periodicity
At interval of 24 months
in workshop
At interval of 18 months
in workshop
At interval of 18 months
in workshop
At interval of 18 months
in workshop
At interval of 24 months
in workshop

(Ref: Para 103 of Chg. Manual Table 1.1 and correction slip 5 issued in 2008 & RB letter no. 2007/M
( C)/141/1 dtd 26.09.08)
Tolerance for IOH may be kept as
+ 30/-0 days.
ii)
IOH attention at depot:

Coaches are required to be detached from the rake and taken to the sick line for IOH attention (C
schedule maintenance).

For passenger and other OCVs, bogies should be rolled out and wheel sets to be retained and
overhauled bogies to be provided in same coaches. Wheel sets to be changed on condition basis.

For Mail/Express coaches, overhaul bogies from workshop should be fitted.

For new coach / MLR coaches, bogies are to be rolled out and attended at depot. Wheel sets to be
replaced with overhauled wheel sets. Bogies from new coaches/MLR coaches should not be sent to
shop for attention during IOH.
iii)
Extension of POH date:
Stock retained in service beyond return date for any reason shall be given another schedule C (IOH) within
one month of expiry of return date, after which the return date may be extended for three month from the date
of such schedule C (IOH). A vehicle, whose return date has been extended once, must be booked to shop for
POH as per the extended return date. (Ref: IRCA Pt IV 2003, Para 2.3.4).
For extension of POH date, bogies should be rolled out and attended at depot. Wheel sets to be replaced with
overhaul wheel sets. (Ref: Correction slip no. 5 for CAMTECH manual for coaching stock).

2.

3.
3.1

3.2

3.3
3.4

3.5

3.6
3.7

Codal life of coaching stock:

The following guidelines should be followed for codal life of coaching stock
Type of coaching stock
Steel body coaches including DMUs and restaurant car
Full stainless steel body coaches including DMUs and
restaurant car
Light utilisation category of coaches like inspection
carriages etc (As manufactured)

Codal life
25 years
30 years
40 years

For OCVs (such as ART coaches, RAs and material van etc) converted from PCVs, a post service life of 10 years
after conversion or a total life of 35 yrs whichever is less shall be applied uniformly to all such OCVs converted from
PCVs. (Ref: RB letter no. 2010/M (C)/660/2 dtd 20.12.10)
Guidelines for Roller bearing and wheel inspection in open line depots:
During rake examination, Wheel profiles should be visually examined and gauged with tyre defect gauge in case
they appear to be near condemning limits. Coach with defective wheel sets to be detached from rake for sick-line
attention. Tyre defect gauge as per plate 38 of IRCA Part IV should be used and regularly calibrated. Tyre defect
gauge should be used as illustrated in plate 41 to plate 44 of IRCA part IV.
In addition to normal checks exercised on wheel condition during primary/secondary maintenance of coaches, a
detailed inspection of wheels should be done when the coaches are received in sick-line for attention for either
schedules or out of course attention. The wheels sets shall be inspected for the following conditions and action taken
as indicated for each condition (Ref RDSO CMI K003 and Para 1009 of CAMTECH Chg manual):

Shattered Rim

Spread Rim

Shelled Tread

Thermal Cracks

Heat checks
The defective wheel should be sent to workshop for repairs after entering in the maintenance card details of the
work order and date of dispatch to workshop.
No repairs, except wheel profiling of wheel sets are permitted to be done in the maintenance depot. Axle box front
cover should not be opened in depot for attention of roller bearing. Sealing of front cover should be ensured in depot
and resealing to be done if seal is found broken after ensuring that front cover has not been tempered.
Roller Bearing Axle Boxes:
A coach should invariably be detached from service for the following defects
i)
Hot axle box
ii)
Damaged axle box
iii)
Damaged front or rear cover
iv)
Seized roller bearing
v)
Coach involved in accident,
vi)
Derailment, fire, floods etc.
Care should be taken not to keep a coach fitted with roller bearing stationary for a long time. Coaches grounded for
a long time should be shunted up and down at regular intervals.
Coaches fitted with roller bearing should be checked to ensure that :i)
No wash basin drain hole / discharge pipe is directly above the axle box.
ii)
The front and rear covers of the axle boxes are not damaged, cracked or loose.
iii)
Clearance between axle box and wheel is such that the axle box does not bind against the wheel.
iv)
Brake gear is properly adjusted to avoid possibility of brake binding
v)
Axle box is examined for grease oozing out from rear cover and corrective action is taken. Concerned shop
needs to be advised for necessary corrective and preventive action.
vi)
Axle box temperature measurement by non contact type temperature measuring instrument during rolling in
examination.
vii)
Temperature to be checked at axle box top (crown) at front face of axle.
viii) If temperature is found above 800 C, the affected coach will be detached.
ix)
The following should be followed on the basis axle box temperature measurement:

S.N
1
2

Temperature rise
over ambient
200 C
200 C to 300 C

300 C to 400 C

Sate
Normal
Bearing
warm
Excessively
warm

Action to be taken
Box allowed as OK
To be kept under watch by sending message to
next TXR station and ascertained if temperature is
rising.
Train to be escorted by TXR with box feeling at
every station and bearing examined thoroughly at
destination. If axle box temperature is 800 C, then
coach to be detached.

3.8

Roller bearing attention:

i)
RB vide letter no2004/m(C)/137/8 dtd 29.11.07 has stipulated the following for roller bearing attention:
All roller bearing must be cleaned, inspected and re-lubricated with fresh grease during each attention to the
wheel sets/bearing in workshop. The roller bearing must be dismounted from the wheel sets during alternate
POH attention in the workshop for thorough inspection of the components, rear cover and renewal of felt seal
ring. The bearing must however, necessary be dismounted in case of any warranted out of course attention in
the workshop.
ii)
During each attention at shop, axle should be given UST. Depot will not carry out UST at their end.
iii)
Depending on service, depot will despatch wheel sets after 9 month of service to shop for attention. For
passenger service and OCVs, wheel sets to be retained in service till 18 months if no defects observed.
3.9
Minimum permissible wheel diameter in ICH design BG coaches.
i)
Shop issue size of wheel set should be 837 mm
ii)
Condemning diameter of the wheel in service, measured at a distance of 66.5 mm from the outer face of the
rim shall be 825 mm.
iii)
Shop should restrict to supply of loose wheel sets to depot up-to 831 mm
3.10
Pairing of wheel sets:
Pairing of wheel sets should be ensured as under:
On the same
On the same
On the same
axle
bogie
coach
Four wheeled bogie (ICF/BEML)
0.5 mm
5 mm
13 mm
Self propelled vehicle
0.5 mm
5 mm
13 mm
3.11

Wheel profile:
New wheel should be turned to WWP with flange thickness 29.4 mm to RDSO sketch 91146.
Wheel to be turned to WWP with flange thickness of 25 mm (fig 3 of RDSO Sketch no. 92002). This is
permissible for speed of 100 Kmph and above.
3.12
Wheel gauge:
i)
Wheel to be gauged on a level track after taking off from the coaching vehicle.
ii)
The distance between the wheel flange on the same axle should be within the range of 1599 mm to 1602 mm
iii)
Under loaded condition, these limits are not applicable.
(Ref: IRCA Part IV , June2033, plate no. 24)
3.13
Rejection limit of wheel profile:
All dimension in MM
Defects
New
Cond
limit
Sharp flange
14.5
<5
Deep flange
28.5
> 35
Hollow tyre
>5
Radius at root flange (WWP)
14
< 13
Thin flange
< 22
Flat place
50
Wheel diameter
915
825
i)
ii)

3.14

4.
4.1

Rolling bearing journal: Journal diameter is 130 mm for 16.25 T axle load with tolerance of +043 to .068 mm and
bearing has a bore of 130 mm with tolerance of 0 mm to - .025 mm. Interference limit permissible is 0.043 mm to .
093 mm. This should be ensured during CRB fitment at shop.
Attention of bogies:
Bogie clearances: Bogie parameters such crown clearance (A clearance), Bogie frame bolster clearance, body to
Bogy clearances to be measured as stipulated:
Clearances to be measured
Crown
Bogie frame
Body bogie
S.N Type of coach
Remarks
clearance
bolster clearance
clearance
(A clearance)
(B clearance)
(C clearance)
1
GS
45 3
40 5
70 3
Visually examined
2
GSCN
45 3
40 5
70 3
axle
box
3
SLR
48 3
40 5
70 3
clearance during
4
VPU
39 3
40 5
70 3
pit examination.
5
VPH
36 3
40 5
70 3
Crown clearance
6
ACCW (EOG)
28 3
40 5
70 3
with gauge during
7
ACCW(SG)
30 3
40 5
70 3
IOH.
8
ACCN(EOG)
34 3
40 5
70 3
9
ACCN (SG)
35 3
40 5
70 3
10
ACCZ(EOG)
32 3
40 5
70 3
Check
Bolster
11
ACCZ(SG)
35 3
40 5
70 3
clearance
(B
12
FACZ (EOG)
27 3
40 5
70 3
dimension) during
13
FAC
25 3
40 5
70 3
Sch A, B and
14
RA (NAC)
20 3
40 5
70 3
IOH.
15
RA (NAC)
22 3
40 5
70 3

4.2

Wear limit for wearing plate: This should be measured during IOH and the following parameter to be maintained:
New size
Shop renewal size
Condemning size
10 mm
9 mm
8.5 mm

4.3

Wear limit for wearing piece: This should be measured during IOH and the following parameter to be maintained:
New size
Shop renewal size
Condemning size
45 mm
43.5 mm
42 mm

4.4

Dash pot oil level: Dash pot oil level to be measured during Sch A and Sch B and oil to be added as required. For
Rajdhani/Shatabdi service with conventional coaches, oil to be checked and replenished at 15 days interval. Oil level
of 40 mm should be maintained above the modified cap.
The quantity of oil required to achieve 40 mm of oil level above the guide cap in modified arrangement is
approximately 1.6 litters.
Side bearer oil bath: During IOH attention, fill with 2 litres of approved brands of oil (Servoline 100/ Yantrol 100/
Bharat univol 100).
Bogie brake gear:
i)
Replacement of brake block: Replace composite brake blocks if worn out to thickness of 12 mm including
the back plate. Brake block should be replaced in sets in a bogie. During IOH, brake block should be renewed
and serviceable brake block may be used for trip attention. All brake block thickness in bogie should be
uniform.
ii)
Brake gear bushes:
Critical location: 50% self lubricated polyester resin type to RDSO spec no. C K 605 and 50% HPPA type
to spec no. RDSO/2009/CG 17
Non Critical location: 100% HPPA type to Spec No. RDSO/2009/CG- 1
It must however be ensured that only one type of bushes is fitted in all critical location in a particular coach.
(Ref Carr Dte RDSO Letter no. MC/Bogie/BG dtd 20.04.11)
iii)
Ensure that minimum dimensional clearance between the pins and bushes is within 1.5 mm
Attention brake block hangers on ICF coaches The new brake block should be procured as per revised spec
C 9808 Rev 2 and drg no. SK 93286 Alt 5. Maintenance of brake gear rigging should be given as per guidelines
circulated by ED/Carriage /RDSO vide letter no. MC /ICF/B/D dtd 03.07.09.

4.5
4.6

4.7

4.8

Shock absorber: Shock absorber should be given a schedule overhaul when their capacities vary beyond 20 %
of their specified values or after 4 Lacs Km or alternate POH whichever is earlier.
5.
Buffer & screw coupling attention:
5.1
Coach is provided double dumb bell symbol in which enhanced screw coupling of 70 T to material specification IS
5517 93 Grade 35 Mn 6 Mo3 is provided.
5.2
Maintenance in depot:
i)
Buffer plunger should be scrubbed with scrapper to remove dirt and muck. Thereafter, they should be wiped
clean with cleaning oil and rubbed with wire rope.
ii)
Screw coupling threads to be cleaned with wire brush to remove all dirt and dust. Thereafter, it should be
cleaned and given a light coat of oil.
iii)
Check for tightness of buffer fixing bolts, drooping of buffers and slackness of buffer plunger to ensure
destruction tubes are nor damaged. Apply graphite grease on faceplate after checking for cracks and wear.
iv)
Buffer projection should not be less than 600 mm and not more than 635 mm
v)
Shoulder of draw bar hook projection should not be more than 32 mm beyond Head Stock.(Ref: Para 4.11.2 of
IRCA Pt IV )
vi)
Ensure that wear on screw coupling shackle pin, trunion pin, shackle /link holes and draw hook holes should
not exceed 3 mm.
vii)
Ensure that wear on any section of draw hook should not exceed 13 mm (during IOH 10 mm).
5.3
Buffer height:
i)
Buffer height of coach under tare condition should be within the following limit:
Maximum height from rail
Minimum height from rail
level
level
Production unit
1105 mm
1095 mm
Workshop
1105 mm
1090 mm
ii)

In open line minimum buffer height in loaded condition is 1030 mm (Ref IRCA Part IV June03 Rules 2.14.2).
The measurement should be taken from the centre of the buffer socket to the top of the rail head. The buffer
height should never be taken from the centre of the buffer face because it will not give correct value. (Ref: A
Technical guide on derailment CAMTECH/M/3, Apr98, page 47, para 3.6.1).

iii)

Buffer height should be adjusted by adding hard packing ring:

Average tread diameter of two wheel sets of bogie
Thickness of hard packing ring
889 864 mm
13 mm
863 to 840 mm
26 mm
839 to 829 mm
38 mm

iv)

Buffer height of SLR fitted with CBC coach should be maintained above 1090 mm to avoid uncoupling of
coach CBC with loco CBC.
v)
Difference of Buffer height between adjacent coaches should not be more than 37.5 mm in tare.
6.
Air brake system:
6.1
Changing of air brake hose pipe: Air brake hose pipe to be changed in every alternate POH attention.(Carriage
Dte/RDSO letter no. MC /APB dtd 19.02.09). Depot to ensure that hoses above 3 years of life should be taken out
from service.
6.2
The following attention should be given by depot during trip examination/IOH:
i)
100% SCTR checking should be done in all out turn coaches at Sick Line (IOH and misc attention at sick line).
Air brake schedule attention must be done during IOH attention at sick line.
ii)
All new hoses to be checked under pressure under water before fitment. Old hoses to be removed during
IOH and to be checked under pressure and under water. MU washer to be replaced during IOH.
iii)
Air Brake testing should be done to all coaches that will be attached to rake from yard.
iv)
Load leakage test: Full charging condition as well as service application condition.
v)
Air pressure continuity test from Guard Emergency Application Valve and rear most of the rake. BP and FP
gauges to be provided at rear end of coach to check continuity of entire rake.
vi)
Working of all Alarm Chain apparatus must be tested and ensured during trip schedule examination.
vii)
Draining of Auxiliary Reservoir during each pit line attention\
viii) Periodical cleaning and overhauling of Dirt Collector during A & B schedule and IOH attention.

ix)
x)
xi)
xii)

xiii)

6.3

Periodical cleaning and overhauling of Guard Emergency Application Valve

Securing of BP & FP hose coupling by T lock.
No BP & FP should be coupled in twisted condition.
The coaches in the rake having sign of brake binding should be checked thoroughly to identify the cause of
brake binding and rectification of the same accordingly. All coaches with reported brake binding en-route
should be detached for thorough investigation.
Provision of air-dryer in pneumatic line and periodic drainage of condensate from pneumatic line. Provision of
moisture trap in pneumatic line as well as in RTR.

Checking of rake through RTR:

Before connecting RTR with the yard source, the source should be opened to blow out dirt and mud.
Charge the BP of the rake to 5 kg/cm. After dropping BP pressure from 5 kg/cm by 1 kg/cm i.e. not below 4
kg/cm to check whether all brake cylinder pistons are coming out and brake blocks are gripping on wheel. In
case there is a doubt regarding any brake cylinder piston not coming out to its full stroke, after dropping BP
pressure 1 kg/cm , the testing should be done after re-charging BP pressure to 5 kg/cm and dropping BP
pressure by 0.5 kg/cm only and checking for piston movement. Coaches where piston movement is found to
be nil or sluggish are to be detached and taken to sick line for checking of DV functioning. Activation of all the
brake cylinder piston of the rake must be checked by dropping BP pressure by a maximum of 1 kg/cm only
and not by dropping up to 1.5 kg/cm which may sometime give misleading response of brake cylinder piston
movement.
iii)
Load leakage to be checked at full charging condition (BP - 5 kg/cm) and Service application (BP dropped to
4 kg/cm)
iv)
Checking for application time should be done by dropping BP pressure from 5 kg/cm by 1.5 kg/cm i.e. up to
3.5 kg/cm. Release time to be checked after re-charging the BP.
Adjustment of piston stroke: Piston stroke should be adjusted to 36 mm in BMBC coaches at the time of brake
block changing. Piston travel in BMBC coaches should not be kept less than 32mm and this should not be more than
36 mm. In all cases, clearance of brake block with wheel tread should not be less than 5 mm.
Changing of brake block: Replace composite brake blocks if worn out to thickness of 12 mm including the back
plate. Brake block should be replaced in sets in a bogie. During IOH, brake block should be renewed and serviceable
brake block may be used for trip attention. All brake block thickness in bogie should be uniform. Clearance of brake
block with wheel tread should not be less than 5 mm.
All outgoing trains to be provided with BP & FP bypass coupler in guards compartment. Availability of bypass
coupler to be mentioned in BPC.
Rolling in examination:
i)
Site shall provide unobstructed view of under gear from both sides.
ii)
Site should have adequate space for fixing the lighting arrangement and for staff hut.
iii)
As the train passes the nominated point, C&W staff should watch out vigilantly for loose/hanging/broken under
gear parts of the coaches, any unusual sound coming from the coaches or any other abnormality in the
coaches.
iv)
Temperature of the axle boxes should be measured preferably with the help of the electronic temperature
measuring device. (Ref :107(b)(vi) of CAMTECH Chg. Manual)
Fire extinguishers:
i)
Fire extinguishers should be checked every three months and completely refilled after one year.
ii)
Provision of DCP type fire extinguisher in a rake should be in accordance with guidelines circulated vide letter
no. 95/Sec (spl)/75/1 dtd 30.05.97
i)
ii)

6.4

6.5

6.6
7.

8.

Coach type
Each Break Van
Each AC coach
Each Pantry car
Each Generator van

Nos of FEs
2 nos
2 nos
4 nos
2 nos

9.

10.

11.
11.1
11.2

11.3

11.4

Maintenance of Duronto train:

i)
Pattern of maintenance for Duronto train as being followed for Rajdhani trains with pit examination at both end
should also be followed.
ii)
Rolling in and rolling- out examination may also be conducted for each of the Duronto trains at the
respective operational halts and also at the terminals during the journey. Such safety examinations of the
Duronto trains may be periodically super checked at the level of officers.
iii)
Short distance Duronto with only only AC / Non AC chair car may be permitted to run on the extant pattern for
Shatabdi trains with a terminal attention at other end on platform / stabling line. A minimum 2 hrs may be
planned at the non primary end to enable thorough attention to cleanliness, hygiene and passenger amenities
at other end.
( RB letter no. 2009/M (C)/141/2 dtd 25.08.09)
Attention of air springs:
i)
Procedure for rolling in examination: As train passes the nominated point, C&W staff should watch out
vigilantly loose / hanging / broken under gear parts of the coaches special attention should be paid to air
springs in case of coaches provided with air springs at secondary suspension stage.
ii)
It should be ensured all the air springs are in inflated condition by noting that the levelling valve lever is in
horizontal position. In case it is not feasible to inflate the air springs of any particular coach, these should be
isolated by air spring isolating cock and speed of train should be reduced to 60 Kmph or the coach should be
detached.
Coach history and coach maintenance records:
Every coaching depot shall have computers for maintaining the coach maintenance history in a software
programme which should be compatible with the programme of the coaching workshop.
Record of trip schedule attention: A proper record should be kept by Engineer (C&W) at washing/pit lines of
schedules carried out by them, especially of items required to be attended at specific periodicity. Record to be
maintained in standard DDR (Damage deficiency register).
Record of schedule attention given (Schedule A, Schedule B and IOH) should be kept in standard format and
records are maintained (As per item mentioned in Appendix F of CAMTECH manual) (Ref: 117(e)(iii) of Chg.
Manual).
Analysis of sick marking and en-route coach detachment
i)
Primary coach detachment should be analysed and corrective & preventive action should be taken. Record
should be kept.
ii)
Secondary detachment should be analysed and corrective & preventive action should be taken. Record
should be kept.
iii)
En-route coach detachment is investigated and corrective & preventive action taken. For defect related to
shop activity, shop representative should be associated for investigation. For Coach roller bearing failure,
bearing manufacturer should also be called for joint investigation.

The above guidelines should be circulated to all officers and Supervisor for compliance.

(MD ASAD ALAM)

Chief Rolling Stock Engineer/Chg
South Eastern Railway, GRC
Copy to:

CWM/M/KGPW For kind information and necessary action please.