I .', .. •• -...the bogie frame by means of two anchor links with silent block bushing located diagonally opposite to each other and transmit the draw and braking forces between

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-:":-'i-, 0:"1'\', ... , ~--"

- "-, - .', :....., ,I" .._'~Ji-\. _ •• _-.'

(For official use ouly).

INSTRUCTIONS FOR MAINTENANCE OF BOGIE AND UNDERGEAR OFJAN-SHATABDI EXPRESS COACHES (BG)

(FOR SHOPS AND MAINTENANCE DEPOTS)

S. NO. Date of Issue Rev.! Page No. ReasonAmend.

1 April, 2003 Nil N!A First Issue2. February, 2006 I \,10,13,18 For Non AC Coaches

13 t bogie & spriugs added

Issued byRESEARCH DESIGN & STANDARDS ORGANISATION

LUKNOW-22601

Ref: CGW 0001 Rev. 03 February, 2006 Doc. No. CMI-K301Page 2 of29 Revision-OJ

PageSf. No,CONTENTS

DescriptionPART 1- GENERAL

I. Introduction 42. Train formation. 43. BriefdescriptIon ofbogics 44. Salient design features which contribute to improved riding comforts. 55. Intervals of overhaul 5

PART II-ATTENTION TO BE GIVEN IN WORKSHOPS DURING P.O.H,6. Lifting the body off the bogics 57. Dismantling of bogies 68. Attention to bogie components 68.1 Bogie frame 68.2 Wheel and axle . 88.3 Roller bearing 98.4 Axle box housing 98.5 Axle box spring. 98.6 Lower spring seat 10X.7 Dashpots and axle guide assemblies 108.8 Bolster springs 128.9 Spring planks 128.10 Shock absorber. 138.11 Equalising stays. 13X.12 Centcrpivot 131<.13 Side bearers 148.14 Anchor links 14X.15 Hanger and hanger block 158.16 Bogie brake gear 159.0 Action be taken before Re-assembling the bogie 1510.0 Sequences for Re-assembling the bogie 1611.0 Buffer height adjustment 1712.0 Running clearances 1713.0 Brakc system 1813.1 Bogie brake Rigging 1813.2 Pressuregauges. 1814.0 Draw and buffing gears . 18

PART ffi-ATTENTION TO BE GIVEN DURING lOB15.0 Attention to be given during IOH 19PART IV- ATTENTION TO BE GIVEN FOR BOGlES BRAKE GEAR AND

DRAW AND BUFFING GEARS ON OPEN LINES (TXR DEPOTS)

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16.Attcntion to be givcn for bogics on open lines (TXR depots). 2217.Attcntion to be givcn for brake gear! draw and buffing gears on open lines (TXR depots) 2518. Underslung water tanks 26J9.History card 2620.Spares for maintenance 26

LIST OF ANNEXURES

Annexure 'A'- History card for Jan Shatabdi Express coaches .27

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Reference:

I.2.

3

4.

5.

6.

7.

• 8.

9.

10.

11

12.

13 .

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Railway Board's letter no. 951M(C)/137/42, dated: 28.02.2002.C-7807. 'Instructions for Maintenance of bogie and undergear of RajdhaniExpress coaches (BG).C-7817- 'Instructions for inspection and maintenance of direct mounted rollerbearing axle boxes'.C-8419- 'Maintenance procedure for helical suspension springs of coachingstock'.C-6803- 'Technical pamphlet for maintenance of WSCORT make shockabsorber'.C-7901- 'Technical pamphlet for maintenance of GABRIEL make shockabsorber'.C-7902- Instructions for maintenance of brake system with bOgie mounted brakecylinder and 'K' type composition brake blocks.C-9509-Shedule oftechnical requirement for alloy steel draw hooks Railwaycoaches.Instructions for inspection and maintenance of roller bearing axle boxes forBG/ICF bogies.C-7817- Instructions for inspection and maintenance of direct mounted rollerbearing axle boxes.C-7601- Water raising apparatus and instructions for filling water in coachesfitted with underslung water tanks.8805- Instructions for inspection! maintenance of air brake equipment a passengercoaches.IRCA part IV.

Ref: CGW 000 I Rev. 03 February, 2006 Doc. No. CMI-K301Page 4 of29 Revision-O1

INSTRUCTION FOR MAINTENANCE OF BOGIES AND UNDERGEAR OFJAN-SHATABD! COACHES (BG)

PART-I

I. INTRODUCTION:Jan Shatabdi trains have been introduced on Indian Railways since April 2002.

The train consists of self-generating second-class coaches with 16.25 t bogies to ICF drg.WTAC4-O-O-401 for AC coaches and 13 t bogie to ICF drg. T-0-0-801 for non ACcoaches having bogie mounted air brake system. The body shell is off all steel standardintegral design with screw coupling draw gear and side buffer.

2. TRAIN FORMATION

• \.I The Jan-Shatabdi Express consists of the following coaches:

(a) Air-conditioned chair car (WGSCZACh)(b) Second class chair car (WGSCZh)(c) Second class chair car and brake van (WGSRJ,)

•

3. BRIEF DESCRIPTION OF BOGIES:

3.1 The bogies being manufactured by ICF which have been accepted as standards on theIndian Railways and shown in Fig.!, are of all welded lightweight construction.Similar types of bogie are used under the Jan-Shatabdi Express also. The axle in thesebogies with their self aligning spherical roller bearing mounted inside cast steel axlebox are rigidly guided by telescopic dashpots and axle guide assemblies. Helicalsprings working in parallel with dashpotslhydraulic shock absorbers are used for bothprimary and secondary suspension. The coach body is supported on two side-bearerslocated 16000101 apart on a floating bolster which, in turn, rests on two pairs ofhelical springs supported on a spring plank swung from the bogie frame. The side­bearers consist of metal slides immersed in oil baths, wen protected from dustingression. No weight is transferred through the bogie pivot, which is located in thecentre of the bolster. The pivot acts merely as a centre of rotation and serves totransmit acceleration and retardation forces and incorporates a resilient silent blocbush, which isolates noise from the track and offers a certain amount of constraint fornosing of the bogies. To floating bolster is secured in the longitudinal directions tothe bogie frame by means of two anchor links with silent block bushing locateddiagonally opposite to each other and transmit the draw and braking forces betweenthe bogie and body.

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3.2 The following are the leading particulars of the hogie:

Rigid wheel base 2896mmWheel Dia (NEW) 915mmWheel Dia (WORN) 813mmTransmission of coach load through side bearers.

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4.

5.

SALIENT DESIGN FATURES, WHICH CONTRIBUTE TO lMPROVEDRIDING COMFORTS:

The rigidly guided axle mounted on self aligning spherical roller bearings withpractically no play in the longitudinal and lateral directions, the helical springsworking in parallel with dashpots/shock absorbers of specified characteristics, thediagonally opposite anchor links for guiding the bolster and the near idealdistribution of the total deflection between the primary and secondary suspensionobtained in these bogies have all contributed to the superior riding comfortsoffered by these light weight bogies. It is, therefore, essential to ensure that thesefeatures are well maintained in service so as to obtain the designed performancethrough out the life of these hogies. Riding comfort offered by a bogie dependsexclusively on these design features and unless the bogies are properly attended toduring periodical/intermediate overhauls and at TXR depots, riding deterioratesleading to subsequent heavier and costly maintenance.

INTERVALS OF OVERHAUL:

These bogies and undergear parts shall be given a thorough periodical overhaulafter they have eamed 2.5 lakh kilometers or 12 months since last POH, whichever is earlier. An intermediate overhaul shall be given after bogies and undergearhave earned 1.25 lakh kilometers or 6 months from the date of the last POH,whichever is earlier.

PART-II

ATTENTION TO BE GIVEN IN WORKSHOPS DURING POH

6. LIFTING THE BODY OFF THE BOGIES

6.\ The coach body can be lifted off the bogies either by:

(a) Two electric cranes of20 tons capacity each with suitably designed slingsand cradles, or

(b) Four electric lifting jacks of 10 tons capacity each simultaneously operatedby one control switch similar to the one shown in Fig.2 (ROSaSkNo.68087), or

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(c) Four screw jacks of 10 tons capacity each applied on the four lifting padsprovided on the body for the purpose shown in Fig.3 (RDSOSk.No.68078). Under no circumstances a lifting jack or a sling should beapplied on the bogie frame or at any other locations except on lifting padsprovided on the coach body, other than during operation in the site of anaccident to restore communication and when it is impossible to use liftingpads.

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6.2

7.

The cranes or jacks used for lifting should be operated uniformly andsimuJraneously without jerks. The cotter cover housing and the cotter on thecentre pivOl (Fig.4, RDSO SKN068092j, lavatory chute if situated over thebogies and the brake main pull rods from the bogies brake riggiog should all bedisconnected. Steel/wooden blocks of the requisite thickness inserted in therecess in between the bolster and bogie frame so as to keep the bolster springscompressed to avoid the bolster hitting the bogie frame and straining the silentblock bushes in the anchor links and disengage all axle box and bolster safetystraps before lifting the coach. The coach should not be lifted from the one endonly as the centre pivot is likely to suffer damage which in turn may result indamages to the dashpot guides and dents on the body panel near the pivot. Theair vent screws on the bogie frame above the dashpots should be unscrewedcompletely to release the air locks in the dashpot whenever the coach body islifted off the bogies after cleaning well the area around the air vent hole.

DISMANTLINGOF BOGLESBefore dismantling, the bogie should be thoroughly cleaned all over andparticularly near the air vent screws above the dashpots by using a brush or ascrapper, if necessary. Steel brush should not be used for cleaning, as they arelikely to damage the paint on the bogie frame. The bogie frame with the bolstermay be lifted by means of a crane till all the eight guide bushes disengage thelower spring seat and the wheels rolled out. The bogie frame along with thebolster assembly can then be put on trestles. The bolster may then be dismantledfrom the bogie after disconnecting the shock absorber ends and anchor links bylifting or jacking up the spring plank as shown in Fig.S (ROSO Sk.No.68074) torelieve the load on the swing links and hanger pins.

8. ATTENTION TO BOGLE COMPONENTS:

The following attention should be paid to bogie components during POH beforereassembling them:

8.1 BOGIE FRAME

8.1.1. The bogie frame should be checked thoroughly after cleaning for any possiblecracks particularly at places where the bolster suspension brackets are welded andat the welding joints of top and bottom flanges of side frame as shown in Fig.6.Normally squareness and alignment of dashpots does not require checking.

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If biased wheel flange wear or wear in the rear cover of the roller bearingaxleboxes have been observed, the squareness of the guides and their alignmentshould be checked thoroughly with the help of the alignment gauges shown inFig.7 (RDSa Sk.No.68072) The wheel base may be checked with the help of: agauge. In the event of misalignment of dashpot guides or damaged guides whichrequire replacement, the following procedure may be adopted:

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(aJ

(b)

(c)

(d)

(e)

(I)

(g)

Dismantle the bogie frame from bogie assembly and place it upside downwith the guides up on a suitable stand. The guide bush (item II) can beremoved by removing the circlip (item 12) as per fig. 13The misalignment of the axle-box guides should be measured withreference to the bolster spring suspension (BSS) bracket. Therefore, it isnecessary to ensure that the BSS brackets are in proper alignment betweenthemselves and their centers should form a true rectangle with permissibletolerances as shown in Fig.9 (RDSa SK.No.68071).Centre punch marks should be made at the centre ofeach BSS bracket andthe measurements taken. If they are within these tolerances, there is noneed to relocate these brackets and their centers taken as reference pointsfor further rectification. Normally, the BSS brackets are in correctalignment and do not require any attention.If the ass brackets do not lie within the tolerances, the transverse centre­line of the bogie frame between the headstocks should be marked and thedeviations of the BSS brackets from this line measured. Then on or moreass brackets should be cut out and repositioned with correct alignment.After ensuring that the BSS brackets are in correct alignment, the locationof axlebox guides from the BSS brackets are measured and checked withthose shown in Fig.9 (SK.No.68071). For this purpose, guide caps withthe centre hole blocked and marked with a centre punch marks should beused.Where the measurements of the guides from the ass bracket show adeviation from the dimension shown in Fig.9 (SK.No.68071), theconcerned pair of guides should be cut out and rewelded in position.Guides should always be cut out in pairs since the adjacent guide distanceshould be correctly maintained at 570mm. Judicious selection of theguides to be cut out will minimise rectification work and nonnally onlyfour guides out of the eight one each frame need to be cut out andrepositioned. These four guides could be either ali those on one side ofthe frame or the two pairs of guides diagonally opposite to each other oneither side.While cutting out guides, care should be taken that only the weld metal iscut and the guides flange or bogie frame are not damaged. Special;gouging nozzles to PO NO.13 or 19 may be used, if available, but ordinarygas cutting may also be used with care. The work calls for special skilland the welder should practice cutting out welds on scrapped fabricatedcomponents before starting guide cutting.

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(h) Guides, which are cut out, need not be scrapped, but the flange peripheryshould be built by welding wherever spoiled or pitted by gas cutting andground to shape.

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(i) For re-welding Ihe dashpol gnide:(i) Locate the new guide with the aid of setting gauges with reference

to other guides. Two gauges, onc giving the longitudinal and theother giving a diagonal location in relation to other guides, aresufficient to locate it. However, a third gauge can be used as acounter check (Fig.7, SK.No.68072).

(ii) Tack welds the guide to the bogie frame taking care that the oilhole of the guide is in alignment with that of the bogie frameflange.

(iii) Remove the gauges and complete welding.(iv) Allow the frame to cool off.(v) Now check the dimension of the guide in relation to other guides

with the aid of master gauges.(vi) Check also the height of the guide in relation to other guides with a

straight edge.(vii) Suitable local heating oflhe frame (Fig.7, SK-68072) rectifies any

slight discrepancy in location.(viii) Use low Hydrogen Supercito electrodes of approved brands for

welding.8.1.1 Important dimensions to be checked after rectification are shown in Fig.9 (ROSa

SKNo.68071).8.1.2 The wear on the bush for bolster suspension bracket should also be checked. This

wear should be limited to O.5mm and changed when worn beyond this limit.8.1.3 The bogie frame should be given one coat of anticorrosive black paint.

8.2 WHEEL & AXLES

8.2.1 Only solid wheels should be used. The use of solid wheels for Jan-Shatabdicoaches has been stipulated in view of more stringent operating conditionsencountered at high speed, such as increased thennal loading arising frombraking. The leading dimensions of wneels and axle set should be checked asshown in leF Drawing No.WTAC,-0-2-301 (16.25 tones axle capacity). Thewheels are clearly marked with their axle capacity on the inside vertical surface ofthe hub.

8.2.1 The wheel profile should be checked and re-turned to standard profiles and thetread should be machined to machining standard No.11 to IS: 3073. The wheelsets should be subjected to the spinning tests specified in Clause 22 of IRS: R-19.The axles should also be subjected to ultrasonic tests to determine fatigue flaws.During tyre turning, the axlebox covers should be removed after cleaning theaxlebox and replaced with a special cover which will have a hole in the centre andsecured in position by using the four axlebox bolts before mounting the wheel set

8 38.3.1•

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on the lathe for wheel turning to prevent entry of any foreign matter which maycontaminate the grease in the bearing.

8.2.2 The variation in the tread circumference of wheels on same axle should notexceed 1.6mm, which gives a permissible variation in diameter ofO.5rnm betweenthe two wheels (Fig. I0). Larger variation in wheel diameter will lead to biasedflange wear. Under the same bogie, the variation in wheel diameter between onepair of wheels and the other should not exceed 5mm and that between the twobogies under same coach to 13mm.

8.2.3 Under no circumstances, wheels, which have reached the condemning limit,indicated by the grooves on the wheel rims should be used.

8.2.4 In case the wheels are de-wheeled and repressed on, pressing on pressure and thewheel gauge tolerances shown in ICF Drg. No. WTAC3-0-2-30 I should bestrictly adhered to and a record of wheel pressing on pressure maintained.

ROLLER BEARINGSThe bogies have been fitted with double row self-aligning direct mounted rollerbearing to No: 22320 are mounted directly on the journal as shown in Fig.lO.These bearings shall be attended during every POR.

8.3.2 Procedure when re-turning wheel.8 3.2. I Wherever possible, wheel turning should be done without removing the axlebox

housing. The axlebox should be cleaned externally, especially the front cover andthe surrounding region. The front cover should be removed. The temporarywooden or steel sheet cover having a hole for engagement of the lathe centresshould be fitted. Lathe centres should be in goods condition. While turning, careshould be taken that distance between journal centres and distance between treadCentres is equally disposed from the centre of axle. After turning, remove thetemporary covers and carefully check that no foreign matter has entered the box.If necessary, the front part of the box should be re-filled with fresh grease and thefront cover assembled.

8.3.2.2 If for some reasons, the axlebox has to be removed to permit wheel turning, asuitable steel sheet cover should be used which should fit into the rear cover andkept in position by means of the axle box bolts. This precaution is necessary toprevent metallic particles getting into the bearing.

8.3.3 Maintenance and lnspection of direct mounted roller bearings:Instructions for Maintenance and lnspection of direct mounted bearings duringPOH shall be as laid down in Tech. Pamphlet No.C-78I7.

84 AXLE BOX HOUSINGThe double row self-aligning spherical roller bearings are housed in accurately

machined cast steel axleboxes. The axleboxes are also provided with light alloyfront and back covers secured by four bolts. The axleboxes and covers should bethoroughly cleaned and checked for cracks particularly at the boltholes of thecovers, which have shown proneness for occasional failures. The bolts should beexamined for worn threads, straightness etc. before re-use and should be well­tightened and locked by spring washers and split pins to ensure that the covers

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Ref: CGW 000 I Rev. 03 February, 2006 Doc. No. CMI-K301Paoe 10 of29 Revision-O1

and the axlebox housing form a water tight assembly and protect the bearingsfrom dust and moisture.

8.5 AXLE BOX SPRlNGSThe axle box springs, shown in Fig.I3, are of the helical type manufactured from

centreless ground black bars of chromium vanadium spring steel, the springs arealso shot penned to obtain higher fatigue life. The spring should be maintained asper RDSO Specification C-8419 (Rev.!). Following are the leading particulars ofthe axlebox springs:

Coach Particulars WGSCZACJ, WGSCZh, WGSRJ,

SDrino Dr•. No. WTAC-0-1-202 F-0-I-006

Wire diameter 33.5mrn 33.5mrnNo. of effective coils 5.25 5.25

Mean diameter 208.5 208.5Deflection per tonne 37.07mrn 37.07mm

Free heioht 375mrn 360mm

8.6 LOWER SPRlNG SEATThe lower spring seat on the axle box wing in which the guide bush ofthe dashpotmoves up and down in service does not normally wear in service. In the absenceof inadequate quantity of oil in the dashpot, the inside sutface is likely to wear. Ifthe surface is worn more than O.4mm, i.e., when the inside diameter is more than140Amm or the surface is scored or otherwise damaged the lower spring seatshould be replaced. All lower spring seats should be carefully checked for cracksbefore re-use.

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8.78.7.\

87.2

DASHPOTS AND AXLE GUIDE ASSEMBLIESThe axlebox guides are accurately machined hollow forging welded to the bogieframe to ensure that the wheel sets are rigidly guided in parallel when assembled.These guides are fitted with bronze or acetal bushes at the lower end to control thelateral and longitudinal clearances between the guides and the lower springs seat.The lower spring seat is filled with approved brand of damping oil and theassembly is ensured to be oil tight by means of sealing rubber rings. Holes on thebogie side frame above each guide are provided to top up the damping oil whenrequired as shown in Fig. ]4.The following components which ronn the dashpot assembly should be examinedthoroughly and renewed as indicated:

Description of component lCF DI'1!. No. Renew ifGuide T-0-3-670 Damaged or CrackedUpper spong seat or T-0-1-610 Damaged, dented or cracked

I protective tubeDust shield spring T-0-!-607 Distorted or broken or otherwise

defective.

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Dust shield T-0-1-619 Found damaged

Guide ring T-0-1-640 Cracked, broken, worn or bentRubber packing ring T-0-1-632 Replace at POH/every examination.

It is essential that it be to the correctspecification.

Guide Bush T-0-1-634 Worn out more than I.2mm mSK.84 102 diameter or surface rough.

Spring clip IS: 3075-86 pI. I Distoned or broken

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Rubber Packing Ring: The rubber-packing ring should be oil-resistant quality andshall be Acrylo nitrite-Butadiene type conforming to IRS Specification No.R47­72. The use of reclaimed rubber shall not be permitted. The rubber-packing ringshall be moulded with smooth finish, free from burrs, laminations, blowholes andother manufacturing defects. The dimension and tolerances of the rubber-packingring shall be as indicated in the relevant drawings. Material shall confonn to thefollowing requirements:

Physical properties:

Hardness (Shore 'A') 80 to 85Tensile strength (kgl]cm') 120 (min.)Elongation at break (%) 200 <Min.)Compression set (%) (24 hrs. at 30 (Max)100'+2' C as per IS: 3400 Part X)

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(ii) Accelerated aging test: As sample piece when subjected to accelerated aging testin an air oven at lOoo±2°C for 72 hours, the acceptable variation shall be withinthe values as given below:

Hardness (Shore 'A') +7/-0Tensile stremrth (%) ±20Elongation at break (%) +10/-30

(iii) Oil resistance test: A piece of rubber packing ring, when immersed in any of theapproved brand of damping oils for a period of 72 +0/-2 hours at 100° ±2° C, thechange in volume shall be within +5%/-0%.

The increase in volume in a fluid consisting of 70 parts of pure ISOOctane (2:2:4 trimethyl pentane) and 30 parts of pure toluene for 24 hours at 27'± 2°C shall not be more than 30%.

8.7.3 In case ofa total clearance of more than 1.2mrn between the guide bush and lowerspring seat, the parts shall be renewed. The holes in the guide caps should bethoroughly cleaned at every POH

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8.7.4 The following are the approved brands of oil for use on the dashpot:

I (i) Servoline 1000f:10CIii) Yantrol 1000fHPC

I (iii) Bharat Univot 1000fBPC

Approximately 1.6 liters oils are required in modified and 1.4 liters inunmodified guide cap arrangement. The level of oil in the dashpot can beascertained in service by unscrewing the bolt provided for topping the oil in thebogie frame and using a flexible wire dip-stick shown in Fig.15 (ROSa SK.No.68083 al(2) inserted through the vent hole on the bogie frame. The level of oilunder tare condition shall be 40mm above the guide closing plate in modified axleguide arrangement and 60nun above the guide cap in earlier axle guidearrangement. It is necessary to ensure that the bolt on the copper asbestos washeris tightened well to avoid ingress of dust through the vent hole, which will lead toscoring of the dashpot guide bush. Oil spilling over the dashpot whilereplenishing shall be wiped clean so that leakage of oil, if any, subsequently maybe detected easily.

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8.7.5

8,8

Notes:

(i) While lowering the bogie frame on the wheels, care should be taken thatbogie frame is set evenly on the 4 axle boxes to avoid distortion/damage tothe rubber packing rings.

(ii) The squareness and alignment of axle guides should be checkedthoroughly with the help of alignment gauge.

(iii) The condemning diametrical clearance between guide bush and the lowerspring seat based on maximum bore Dia, is 1.6mm.

(iv) The holes in the guide cap should be cleaned if found blocked.(v) The spring clip should be made from steel wire to IS: 3075-86 (Part-I)(vi) For inspection and maintenance of springs, refer RDSO Hand-out No.

C-8419 (Rev. J)

BOLSTER SPRINGS

8.8.1. Bolster springs shown in Fig. 13 are of helical type manufactured from centrelessground black bars of chromium vanadium spring steel. The spring is also shotpenned to obtain high fatigue life. The spring should be maintained as per ROSaSpec. C-8419 (Rev. 1)

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Ref: CGW 0001 Rev. 03 February, 2006 Doc. No. CMI-K30 IPage 13 of29 Revision-O1

8.82. The following are the leading particulars of the bolster springs used on the JanShatabdi Exp.:

Coach Particulars WSCZACh, WGSCZJ2,&WGSRJ,

ICF Spring Drg. No. WTAC-0-5-202 F 0-5 002Wire diameter 42mm 42mmNo. of effective coils 4.75 5.75Mean diameter 242mm 218mmDeflection per tonne 21.22mm 23.15 mmFree height 400mm 385 mm

8.9 SPRING PLANKS (Lower spring planks)Lower spring seat (spring planks) shown in fig. 15 should be carefully checkedfor cracks, etc, before use.

8.\ 0 ROCK ABSORBERSHydraulic shock absorbers, which are set to offer a resistance of ±600 kg

at a speed of 10 em/sec, have been fitted to work in parallel with the bolstersprings to provide damping for vertical disturbances in bogies of both AC andNon AC coaches. These shock absorbers normally give trouble-free service andrequire no attention in-between two POHs. However, a shock absorber, which isfound either to be leaking or physically damaged, should be renewed. As theresistance of these shock absorbers is likely to deteriorate in service, it isnecessary to attend to them as detailed in RDSO Technical Pamphlet No. C-6803for ESCORTS make shock absorbers and C-7901 for GABRJEL make shockabsorbers.

8.\1 EQUALISING STAYSEqualising stays shown in fig. 17 connecting the spring planks and the bolster pinjointed at both ends have been provided on these bogies to prevent lateral thruston the bolster springs, which have not been designed to take lateral forces. It isnecessary to remove the pins at every POH clean and oil them to ensure that theyare free to rotate when re-assembled as restricted movement at these joints islikely to prevent free movement of the bolster. Greasing the assembly can ensurethe free movement of the pins. The pins should be provided with washers andsplit pins to ensure that they do not fall out in service.The greasing nipples should be free of dust and muck and should be in

serviceable condition so that at C&W Depots no difficulty is faced for greasingthe equalizing stays through the nipples with the help of grease gun.

8.128.12.1

CENTRE PIVOTThe center pivot arrangement shown in figA (SK-No. 68092) in these bogies, isnot designed to transmit any vertical load. It transmits only tractive and brakingforces. The center pivot is housed in a silent bloc bush, which is pressed on to thebolster and is locked to it by means of a cotter to avoid relative movement

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between the two. The silent bloc provides a certain amount of constraint for therotational movement of the bogie and thus avoids nosing. It is, therefore, essentialto ensure that the rubber in the silent bloc bush is in good condition before fe-use.Appearance of fretting on the edges of rubber is an indication that it has lost itselastic properties and has become brittle and the silent bloc should be changed.

8.12.2 In case the silent bloc bush requires renewal, it should be removed carefully bymeans of tubular dolly registering on the outer ring to avoid damage to the rubberbush. Under no circumstances force should be used either on the rubber or on theinner bush for removing the silent bloc bush. Silent blocs which have been testedby ICF and received from them should be used for replacement.

8.12.3 The rubber-sealing cap shown in ICF Drg. No. F-0-6-008 (FigA) used on thecentre pivot should be carefully examined to ensure that it is not torn or perishedto avoid foreign matter coming in contact with the silent bloc bush.

8.12.4 The type of fit between the silent bloc and sleeve is H7-u6 and the tolerance onthe pivot pin is C9. This requirement should be met.

8.12.5 The centre pivot is secured to the under frame by means of four bolts with nutsand spring washers, the nuts being tack welded to the body bolster as shown inFig. 4 It should be ensured that all bolts are correctly tightened with springwashers.

8.12.6 The silent bloc sleeve is secured to the bogies by means of two studs, with nutsand spring washers. It should be ensured that these fastenings are correctlyprovided as shown in Fig.4.

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8,\38.13.1

8 13.2

8.13.3

8.13A

SIDE-BEARERSThe side-bearers consist of a hard wearing ground steel plate to ICF Drg. No. T-0­5·648 immersed in an oil bath with a floating bronze wearing piece to ICF Drg.No. T-0-5-649, which has a self-aligning spherical top surface on which the bodyrests and transmits the vertical load as shown in Fig. 17. The oil well is providedwith a cover to prevent accumulation of dust. The hard ground plate and thespherical bronze bush are likely to wear in service.The hard ground plate should be renewed when the wear exceeds I mm, i.e.,thickness is less than 9 mm or ridges are observed on the plate. The bronze­wearing piece should be renewed when the wear on the mating surface reachesl.5mm, i.e., when the height reduces to 43.5 mm or damages occur to the oilgrooves. Sharp edges which are known to develop at the periphery of the wearingpieces are likely to impair lubrication and should be rounded off if any, before re­usmg.The oil well wall is welded on to the bolster. Spot checks have indicated that oilleaks out of the well due to porous welding and the vehicles continue to be inservice without oils. Absence of oil, apart from causing excessive wear, leads toundo constraint for bogie rotation on curves and produces screeching noise whichsometimes causes alarm to passengers. It is necessary to ensure that the welds arenot porous and the oil well is provided with the requisite quantity of oil.Any of the oils as indicated in para 8.7.4 can be used for the side-bearers and thequantity required per side is 2 Y2 litters.

•

Ref: CGW 0001 Rev. 03 February, 2006 Doc. No. CMI-1001Paoe 15 of29 Revision-O1

8.13 5 It is imponant to ensure that dust seal cover on the side-bearer sits effectively allover without any gap on the oil well and the sleeves slide freely on the guide toward off dust and moisture coming in contact with the oil. The mating surface ofthe convex bronze wearing piece and the concave surface of the guide should besmooth and properly bedded together. To ensure this suitable profile gauges maybe used.

8.13.6 Provision for checking and replenishing oil in side-bearers has been made asshown in SK-No. 68106 (Fig-12).

8.14 ANCHOR LINKSAnchor links should be carefully examined for cracks at the weld as these haveshown proneness for occasional failures. The rubber in the silent bloc should alsobe care fully examined for-deterioration. Appearance of fretting on the edges ofthe rubber is an indication of deterioration of rubber. Whenever a silent bloc is tohe replaced, it must be from those that have been duly tested & received fromlCF. To avoid pre-loading of the anchor link while assembling on the bogie,ensure that the assembly can be done without forcing the link into position whichcan be done conveniently after lowering the body on the bogies.

8.158.15.!

8.15.2

HANGILR AND HANGILR BLOCKSThe hanger and hanger blocks shown in fig. NO.18 should be thoroughly cleanedafter dismantling and examined carefully for cracks were and damages. Theextent of permissibJe wear on these components has been sho\lfl] in fig. )8The wear on the hanger cannot be made good by welding as it is made of class. 1steel and case carborised. The wear on the hanger block can, however, be built upby welding with matching electrodes after pre-heating to 2500 C as it is made ofclass III steel. The hanger block should then be normalised and machined to thedimensions shown in drawings. Suitable gauges may be used to check thedimension of hanger and hanger blocks.

•8.16 BOGIE BRAKE GEAR8.16. I The maximum total clearance of I.Smm between the brake gear pins and bushes

is pennitted. If the clearance is more, the worn out part should be replaced and thestandard clearance maintained. The brake gear pins used on these bogies havebeen modified to fall in line with the fRS practice by providing a head on one sideand a split cotter with a washer at the other end as shown in ROSO Sk-No. 67103Alt. 7 to avoid failures of the split pins, which are currently in use.

8.16.2 Brake blocks should be replaced when they wear out to thickness of 20 mm byremoving the looped key from the brake head and it is not necessary to removethe brake head from brake beam. The key and check pin should be promptlyreplaced when the brake blocks are removed.

8.16.3 The brake beam safety straps should be riveted to the bogie frame.8.16.4 Safety rope ICF drg. no. (T-3-2-65I) connecting brake beam ICF drg. no.

(T-3-2-624) with bogie frame should be checked and properly secured.

Ref: CGW 000 I Rev. 03 February, 2006 Doc. No. CMI-KJO IPaoe 16 of29 Revision-O1

9.0 ACTION TO BE TAKEN BEFORE RE-ASSEMBLING THE BOGIEAfter attending to the various components as detailed in Para 8, the bogie may bere-assembled taking into consideration the following aspects:

10.0 SEQUENCE FOR RE-ASSEMBLING THE BOGIE•

•

(i)

(ii)

(iii)

(iv)

(v)

(a)

(b)

(c)

(d)

(e)

(I)

(g)

(h)

The variation in tread diameter of wheels on same bogie shall not be morethan 5 rnm. The variation in tread diameter between two bogies undersame coach shall not be more than 13 mm.The two pairs of axle box springs selected for each axle shall be asstipulated in RDSO specification C-8419.The top and bottom rubber pads on the axle-box springs should not beused again if they are not in good condition.The two pairs of bolster springs selected for a bogie shall be as RDSOspecification C-8419.The mating surfaces of the convex wearing piece and the concave surfaceof the side-bearer and the wearing surface of the wearing plate should besmooth and properly bedded together.

Assemble the bogie bolster, spring planks, equalizing stays. bolster springto the bogie frame with the help of a chain and jack as shown in Fig.S(RDSa SK-No. 68074).Assemble the roller bearings and axle~boxes and ensure that the bearing iseffectively secured.Place the axle-box helical spring on the lower spring seats with the rubberrings and wooden packing as shown in ICF Drg. No. T-0-1-641 and fill inthe dash-pot with required quantity of para 8.7.4Insert the rubber pad, upper springs seat, dust shield spring. dust shieldrubber packing ring and the guide bush on the axle-box guide and lock thebush in position as indicated in Para 8.7.2 and as shown in fig.13 andensure that the bush sits tight against the rubber packing ring and the 4mm holes in the guide are in aJignment with 3 mm holes on the bush viathe groove in the guide bush.Lower the bogie frame with the bolster assembly on the wheel and axle-settaking care to ensure that all the eight guide bushes engage the lowerspring seats and the bogie frame is set evenly on the four axle-boxes. Careshould be exercised to ensure that the rubber-packing ring does not getdamaged or rolled while lowering the guide bushes on to the lower springseats by engaging with the other periphery of the spring seat.Ensure that the safety straps axle-box wing and bolster suspensions aresecured.

Connect the anchor links with pins between the bolster and bogie frameafter lowering the body on to gauges.Touch up the paint on the bogie again with one coat of anti-corrosiveblack paint.

Ref: CGW 0001 Rev. 03 February, 2006 Doc. No. CMl-K301Page 17 of29 Revision-O1

(i)

(j)

(k)

Ensure that side bearers are resting properly over the wearing piece. Fill inthe requisite quantity of oil through oil filling arrangement and tighten thescrew cap properly_Check the quantity of oil in dashpot by Dipstick. If the level of oil is lessthan described in clause of 8.7.3, top up the level by filling oil throughvent hole. Screw the vent bolt with the gasket.The cotters in center pivot and brake pull rod should be secured beforemoving the coach.

•

•

11,0 BUFFER HEIGHT ADJUSTMENTII. I The nominal buffer height of BG coaches from rail level under tare condition is

1IOSmm. A variation of -15rnm from the nominal dimension is permitted. Themethod of checking and adjusting the buffer height in workshops and trainexamining Depots.

11.2 The buffer height should be measured with a suitable gauge from top of the railunder tare condition on a reasonably level tangent track. Before tackingmeasurement, it should be insured that the buffers are not drooping.

11.3 To bring the buffer height within the limits specified, depending on the wheeldiameters, wooden packing of thickness as given below should be kept under theflanges of the lower spring as shown in fig. 21.

Average wheel diameter of the two Total thickness of woodenwheel sets of the same bonie (nun) packinn rinn (mm)Above 863nun upto 889nun l3nunAbove 839mm upto 863nun 26nunAbove 819nun upto 839nun 38nun819nun (This is the lowest wheel 48nundia. For a ShOD turned out coach)

11.3.1 For a wheel dia. of 819mm where wooden packing of 48mm thickness is to beprovided, weld a ring at the bottom of the lower spring sheet to increase the lengthof the projection below the flange of the spring seat as shown in fig.21. is describein the follows paragraphs.

11.3.2 Place compensating ring/rings of suitable thickness (not more then 12mm) overthe flange of the lower spring seaL The total thickness of wooden packing andcompensating rings should be approximately equal to the tread wear.

11.3.3 Lower the coach body and measure the buffer height. In case further adjustment isrequired. Lift the coach with the bogie frame and bolster assembly to release theload on the axle box springs. Ensure that the total thickness of the compensatingrings and the packing rings under each spring does not exceed 20mm.

11.3.4 Ensure a minimum clearance of 20mm between the axle box wing and safetystraps by making necessary adjustment.

11.3.5 With 48mm thick wooden packing under the lower spring seat, use if necessary, amodified axle-box safety strap, as shown in fig. 20, to get the adequate clearancebetween the strap and the axle-box wing as shown in fig.21.

•

•

Ref: CGW 0001 Rev. 03 February, 2006 Doc. No. CMI-K30 IPage 18 of29 Revision-O I

12,0 RUNNING CLEARANCESAfter assembling the bogie and lowering the coach body, the clearances betweenthe top of the bogie bolster and the bottom of the bogie frame above the bolstersprings and the clearance between the top of the axle-hox housing and bottom ofthe bogie frame should be measured and checked with the dimensions shown infig. 19. Axle-box stops on the bogie frame may be adjusted to obtain specifiedclearance.

13,0 BRAKE SYSTEMCoach in Jan-Shatabdi express is fitted with graduated release twin pipe AirBrake System. For appraisal of system, equipment and maintenance ROSaTechnical pamphlet No. C-7902 shall be referred and followed.

13.1 BOGIE BRAKE RIGGING13.1.1 Bogie brake rigging on the coaches of Jan-Shatabdi Express showing the brake on

bogie frame shall be as follows:

Tvpe of Coach Relevant DrawingsAC WGSCZACJ, ICF drg. WTAC4-3-2-40 I,

WTAC4-3-2-402NonAC WGSCZJ,& WGSRJ, T-3- 2-801

13.1.2 Nylon brake gear bushes as an alternative to steel brake gear bushes can be fittedon these coaches as per RDSO SK- 82005 and conforming to RDSO specification .no. C-8107.

13.i.3 The total clearance between the pin and the bush in the rigging shall not exceed1.0mm.

13.1.4 All the Jan Shatabdi coaches should be fitted with brake beam to ICF Drg. no. T­3-2-624 alt. B.

13.2 PRESSURE GAUGESThe pressure gauges provided in the WGSRJ, should be checked thoroughly withthe master gauge and recalibrated if need be.

14.0 DRAW AND BUFFING GEARS14.1 Jan Shatabdi coaches have been fitted with enhanced capacity screw coupling

(Spec. C-9509) with proof load of 75t to RDSO SK-No. 9901& SK-9903 andenhanced capacity (1030kgrn) buffer to RDSO Sk-98145.'

14.2 The buffer springs and destruction tube shall be examined. If damaged andperished these shall be renewed. The length of buffers should be measured withsuitable gauge.

14.3 The draw gear shall be examined for condition and fitness for service. The draftgear brackets shall be specially examined for soundness of weld at knuckle plate.The draw gear pin and bushes shall be correctly secured by provision of lock andsplit pin.

Ref: CGW 000 I Rev. 03 February, 2006 Doc. No. CMl-K301Page 19 of29 Revision-O I

14.4 The rubber springs if perished or damaged shall be renewed.14.5 Maintenance of Draw and Buffing gears shall be done as described in chapter-9 of

unified maintenance manual issued by CAMTECH.14.6 The end wall of coaches fitted with enhanced coupling and buffer gear shall be

marked as per ROSO Sk·82102 fig. 22.

PART lJI ·ATTENTION TO BE GIVEN DURING IOH

15.0 ATTENTION TO BE GIVEN DURING IOH

15,3 ATTENTION TO THE BOGII: COMPONENTS

15.1 LIFTING THE BODY OFF THE BOGIES: Instructions contained in Para 5should be strictly adhered to for lifting the body off the bogies.

15.2 DISMANTLING OF THE BOGIES: Instructions contained in Para 6 should bestrictly adhered to while dismantling the bogie.

•

•

(aJ The following attentions should be paid to the bogie components during IOHbefore assembly.

(i) The bogie frame should be thoroughly cleaned and checked for possiblecracks particularly at the bolster suspension brackets, at the dashpot guideflanges and at the welding joints of top and bottom flanges with the webof the side frame as shown in Fig. 6. The threads on the dashpot guideshould also be checked for damages and the frame should then be given acoat of black paint.

(ii) Wheels and Axles: Instructions contained in Para 7,2 for wheels and axlesshould be strictly adhered to during IOH also.

(iii) Roller bearing: Instructions for dismounting, mounting and greasinghave been detailed in Technical Pamphlet NO.C-7817 and should bestrictly followed if and when necessary. The roller bearings are required tobe regressed at every IOH. It is not necessary to dismount the bearings forthe purpose of re-greasing. However when it is difficult to inspect thebearing in position the wheel set along with the bearings shall be replacedby spare wheel sets.

Cleaning of roller bearing axle-box assembly and inspection of bearingwithout dismounting is as foHows:

Thoroughly clean the exterior of the axle-box, Remove the front cover andthe axle-box housing. While removing the housing, the axle-box housingcan be pulled out using a mechanical screw type extractor. Care should betaken that the end of the screw does not directly rest on the axle centre. Athrust-bearing pad should be used to protect the axle centre ITom anyinjury

•

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Ref: CGW 000 I Rev. 03 February, 2006 Doc. No. CMJ-KJOIPage 20 of29 Revision-O1

Remove the grease and thoroughly wash the bearing and components withkerosene and then with petroVwhite spirit with the aid of a syringe and abrush or with cotton cloth taking care that hair from the brush or fluff fromcloth do not stick in the cage pockets. Slowly rotate the bearing whiJecleaning. Clean the rear cover. Examine rollers, cage, outer and innerrings, and roller tracks of outer ring of the bearing after swiveling theouter ring. Exarrune roller tracks of inner ring after mechanically pullingout a few rollers. Bearing may be rejected in case of any of the defectsmentioned in para 3AA of Technical Pamphlet No. C-7703 & C-7817 isnoticed.

Radial clearance of the bearing in mounted position should be measuredwith a long feeler gauge simultaneously over both rows of rollers. Theblades of the feeler gauge should be inserted between the outer ring andthe unloaded rollers. The rollers should not be allowed to roll over theblade. The acceptable range of radial clearance is indicated in para 3A A ofTP. No. C-7817 with the bearings in position on journal.

If inspection of the bearing shows that the bearing is fit to continue inservice, tighten the end locking bolts as detailed in Technical PamphletNo. C-7703 & Technical Pamphlet No. C-7817 check the tightness of endlocking bolt using torque wrench and maintain the required torque asspecified in relevant paras of Technical Pamphlet No.C-7817. Check thesoundness of locking plates if damagedfbroken the same may be replaced.Punch the date. month, and year of attention and Workshop's code on thelocking plate.

Pack fresh grease between the rollers and space between rear cover androller bearing. Form a truncated cone of grease in fTont of bearing. Cleanthe 'V' grooves in the rear cover and fill them up with fresh grease.Thoroughly clean the axle-box housing and the front cover and inparticular the 'V' grooves, on their faces. Cheek them as detailed inrelevant paras of Technical Pamphlet No. C-7817. Fill in the fresh greasein the grooves and carefully push over the axle-box housing on thebearing. Tighten the front cover in position. The nuts of the axle-box maybe secured with the split pins, Month year and workshops code may bestenciled on the front cover and axle-box sealed. With regard to the grease.see the instructions under the heading "LUBRICATION" covered in para3.9 ofC-7817. Check the axle box for free rotation by hand.

(iv) Axle-box housing: Instructions contained in para 7.4 should be followedduring IOH also.

(v) Axle Box spring: Axle box spring should also be attended to as detailedin Para 7.5.

Ref: COW 000 I Rev. 03 February, 2006 Doc. No. CMI-KJOJPooe 21 of29 Revision-O I

(vi) Dashpot and axle guide assemblies: The instructions contained in Para7.7 should be followed during IOH also.

(vii) Bolster Spring: The attention required to bolster springs is detailed inpara 7.8

(viii) Equalising stays: The equalising stays should be carefully examined at allwelds as aJso the body for signs of cracks. Bent, cracks or broken staysshould be renewed. The equalising stay pins should be checked for easymovement. The greasing nipples should be in serviceable condition.

(ix) Silent blocks: The silent blocks used on the centre pivot should becarefully examined for deterioration of rubber and replaced, if need be.

(x) Side bearers: Instructions in Para 7.13 should be followed.

• (xi) Anchor links: The rubber in the silent blocks should be carefullyexamined for deterioration. Appearance of fretting at the edges of rubberis an indication of the deterioration of the rubber; they should be replacedifnecessary. The welds should be examined for cracks.

(c) Instructions contained in Paras 8 and 9 with regard to action to be taken before re­assembling the bogie and sequence for reassembling should be strictly adhered to.

•

(b)

(xii) Hanger and hanger blocks: The wear on these components should becarefully examined and restricted to the limits indicated in Para 7.15.

(xiii) Brake gear: The brake gear should be attended to as detailed in Paras7.16 and 12. The clearances between the pin and the bush should oatexceed 1.5mm.

In case the IOH for these bogies is arranged on the sick line, it would benecessary to ensure that an "imprest" of wheel sets with roller bearings and axle­box assemblies duly attended to and certified by shops, silent blocks both foranchor links and centre pivots and rubber packing rings for the dashpot and cir­clips for the guide caps received from reF is made available on the sick lines toenable them to undertake the IOH referred to above.

15.4 The spare bogies available can be used as unit change assemblies for undertakingthe intermediate over haul required on the bogies of the Jan Shatabdi coaches.These bogies should always be kept ready for change over as and when required.

J5.5 DRAW AND BUFFING GEARS: The draw and buffer gears shall be attendedas per the instructions given in para-13.

•

•

Ref: CGW 000 I Rev. 03 February, 2006 Doc. No. CMI-K301Page 22 of29 Revision-O I

PART IV

ATTENTION TO BE GIVEN FOR BOGIES BRAKE GEAR AND DRAW ANDBUFFING GEARS ON OPEN LINES (TXR DEPOTS)

16, ATTENTION TO BE GIVEN FOR BOGIES ON OPEN LINES (TXRDEPOTS)

16,1 LIFIlNG THE BODY OFF THE BOGIES: Instructions contained in para 5should be strictly adhered to while lifting the body off the bogies.

16.2 DISMANTLING OF THE BOGIES: Instructions contained in para 6 should bestrictly adhered to while dismantling the bogies.

16.3 ATTENTION TO THE BOGIE COMPONENTS

(a) Sicklines should not try to weld a damaged axle-box guide or replace the same,The bogie should be sent to workshop for welding the guide and checking thealignment. The bogie frame should be, however, checked for cracks, particularlyat the bolster suspension brackets and at the welding joints of top and bottomflanges in the web ofside frame.

(b) The instructions contained in Conference Rules. Part IV for the examination ofwheel profile should be strictly adhered to. Axle should be visually examined forcracks. Wheelsets showing biased flange wear, i.e. one flange wearing faster thanthe other does should be withdrawn from service and sent to workshops forexamination and rectification. Wheels whose flanges are less than 23mrn. asagainst 16mm. specified in Conference Rules should not be permitted on thesebogies. AC and Non AC cnaches of Jan Shatabdi Express have been providedwith 16.25 tones solid wheel and axle-sets, which are marked clearly on thewheels. It is important that these wheels and axles are not mixed up withI6,25twheels and axles used on the other stock.

(c) Roller bearings should not be attended to in sick-lines. Roller bearing axle-boxesin service should be felt by hand at halting stations and the boxes examined visually.Any axle-box, which is found to be abnormally warmer than the other axle- boxes inthe same coach, may be deemed as "hot-box", A coach should be detached ITomservice in case of the 'following defects:-

(I) Hot axle-box;

(ii) Damaged axle-box;

(iii) Damaged front or rear cover,

"

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Ref caw 000 I Rev. 03 February. 2006 Doc. No. CMI-K30JPage 23 of29 Revision-Ot

(iv) Seized roller bearing; and

(v) Coaches met with accidents, derailments, fire, flood, etc,

Care should be taken to monitor operating temperature of freshly greased axle-boxes.A freshly greased axle-box may indicate a higher operating temperature due to extragrease inside the box but in a few trips the temperature should stables at the normallevel when the extra grease oozes out from the rear cover.

Care should be taken that no coach fitted with roller bearing is kept stationary for along time. In case of coaches grounded for a long time, they should be shunted up anddown at regular intervals.

(i) The front and the rear covers of the axle-box may be examined for cracks,excessive slackness etc.

(ii) Clearance between axle-box and the wheel should be checked to ensure that theaxle-box does not bind against the wheel.

(iii) Brake gear should be properly adjusted to avoid possibility of brake binding.

(iv) No repairs to roller bearing axle-boxes are to be undertaken in the CarriageMaintenance Depots, The condition of the grease and end locking arrangementsshould, however, be examined every quarter by trained staff after taking dueprecautions such as cleaning of axle-box body, springs and other areas in the vicinityand using protective screen right round the place where the axle-box cover is opened.Minimum basic facilities such as clean, preferably concreted floor and anenvironment free from dust-laden atmosphere should be created for this purpose. Ifthe condition of the grease or the end locking arrangement requires attention, bookthe wheelsets to Workshop for attention.

•(d) Whenever a spring is to be replaced, it should be ensured that the variation in the

height of the spring with respect to the other spring forming either the primary orthe secondary suspension already on the bogie shall be as per RDSO maintenanceprocedure laid down in the Tech. Pamphlet No. C-8419.

For this purpose, it is necessary that the sicklines should have an imprest of axle­box and bolster springs duly tested and certified to confonn to the instructionscontained in paras 7.5 and 7.8.

(e) Whenever the dashpot guides in primary suspension show signs of continued oilleakage the bogie should be lifted and the rubber sealing ring checked andreplaced, if need be. In that event. the diametrical clearance between the guidebush and the lower spring seat should also be checked and if more than 1,0 mm,the components worn out should be replaced. Also the guide bush and the lowerspring seat should be replaced if they are scored.

Ref: CGW 000 I Rev. 03 February, 2006 Doc. No. CMI-K301Page 24 of29 Revision-O I

(I) The level of the oil in the dashpol should be checked at intervals of ISdays withthe help of a dipstick. It is important that the oil level is checked after the vehiclehas been standing for at least 30 minutes as otherwise the froth in the dashpot oilformed when the vehicle is running may give wrong indication. The oil levelshould not be less tban 40 mm form the top surface of the guide cap.

(g) If the vertical hydraulic shock absorbers used on the secondary suspension showsany signs of oil leakage or other damages the same should be replaced with ashock absorber completely overhauled. For this purpose, the sicklines shouldmaintain an 'Imprest' for use as unit change assemblies. The leaky shockabsorbers should be sent to the workshops for overhauling. The shock absorbersshould be checked to ensure proper tightening of the four securing studs.

(h) The maximum total clearance between the brake gear pins and bushes should belimited to 1.5 mm. The brake block should be replaced when worn out to athickness of20mm.

• (i) Under no circumstances, a bogie with anchor links either broken or disconnectedshould be allowed to run.

•

G) Porous welds should be gouged and re-welded. The bronze wearing piece and thehard ground steel plate should be replaced, if need be, i.e. when the bronze bushhas worn out by 1.5 rom or sharp edges are developed and the steel plate is wornout by I mrn.

(k) The safety ropes/straps for the brake beams, equalising stays should all bechecked for proper securing arrangements at terminal depots.

(I) The safety straps provided for the bolster and axle-boxes should be checked forproper securing arrangement.

(m) If hard wooden packings are required to be used on the lower spring seat fortaking up the wheel wear, the packings of proper thickness should be used onlocation shown in fig.21.

(n) It should be ensured that the bolts for the vent holes are adequately tightened witha gasket below.

(0) [fa silent block is observed to have fretting on edges, whenever an anchor link ora centre pivot is removed, one received from ICF should replace the same. Thesecuring studs of anchor links should be examined for proper fastening. The fourbolts securing the centre pivot to the underframe should also be examined forproper assembly with spring washer and nuts being tack welded.

(p) Under no circumstances wheels which have reached the condemning limitsindicated by the grooves on the wheel rims should be used.

Ref: CGW 0001 Rev. 03 February, 2006 Doc. No. CMI-KJO IPaoe 25 of29 Revision-O 1

17. A'ITENTION TO BE GIVEN FOR BRAKE GEAR! DRAW & BUFFINGGEARS ON OPEN LINES (TXR DEPOTS)

17.1 RIGGING:•

(q)

(r)

(s)

(t)

No coach with a broken dashpot or a broken spring should be allowed to run inservice. These coaches should be withdrawn immediately for replacement of thebroken spring and sent to shops for replacing the broken dashpOl guides.

The equalising stays should be carefully examined to ensure the correct assemblywith washers and split pins. All welds and the body of the equalising stays shouldalso he examined for cracks. Bogie with bent, cracked or broken stays should notbe allowed in service. The greasing nipples should he in serviceable condition.

The bolster assembly should be examined in position to ensure that the hangerblocks and pins and shackles are in good condition.

The dashpot and the side-bearers of these bogie should be checked at every tripfor a possible oil leaks and in the event of signs of leakage, the level of the oilshould be checked and replenished, if necessary.

•

(a) The Brake rigging of Jan-shatabdi coaches has been described in Para13.0. The mechanical advantage for shall be 8.4 as per ICF drgWTAC4-10-3-401. It should be ensure that correct levers are provided andnot interchanged.

(b) Brake beam in all the Jan Shatabdi coaches should be to ICF Drg. No.-T­0-3-624 alt. B.

(c) Bogie brake equipment shall be maintained as per RDSO Tech. PamphletNo. C-9702 (Rev.!)

17.2 At the originating station it must be ensured that 100% brake cylinders areeffective. On the run not more than 2 cylinders on the whole train shall be dummiedif the occasion arises but not more than one ineffective cylinder on any coach shallbe permitted. Before each trip, brake testing shall be conducted as per instructionsgiven in RDSa Technical Pamphlet No. C-8805.

17.3 ALARM CHAIN:It must be ensured that the Alarm chains in each coach areproperly functioning by canying out periodic checks.

17.4 BRAKE PRESSURE: The pressure in Brake pipe and feed pipe in thelocomotive shaH be 5.0 kglcm2 and 6.0 kg/cm2 respectively and in the last Brakevan gauge, shall be not less than 4.8 kg/cm' for brake pipe and 5.8 kg/cm' forfeed pipe respectively.

17.5 GAUGES: The air pressure gauges have been provided in the WGSRJ PowerCars; one connected to the Brake pipe and the other connected to the feed pipe.

Ref: CGW 0001 Rev. 03 February, 2006 Doc. No. CMI-K301Page 26 of29 Revision-O1

17.6 All the moving parts shaH be cleaned and oiled, with exception of brake cylinderpiston rods once in every 15 days.

17.7 DRAW AND BUFFING GREARS: The screw coupling and buffing gear shanbe as per RDSO SK- No. 99001/99003 & 98145 respectively. These shall beexamined for soundness. If the buffing length is found to he reduced by 30 to40mm then the buffer should be removed and destruction tube checked toexamine whether it has collapsed. The length of the buffer should he measuredwith a gauge.

•

18 UNDERSLUNG WATER TANKS: RDSO Technical Pamphlet No. C-7601details description of the water raising apparatus and instructions for filling up ofwater in coaches fitted with under slung water tanks. Instructions contained in thisTechnical Pamphlet should be strictly followed. Underslung water tanks shouldbe thoroughly cleaned during every lOR & POR.

19. HISTORY CARD: It is important that a detailed history card for every bogie andunder gear of the Jan Shatabdi Express carriage is maintained on the open lines asper Performa given at Annexure 'A' giving details of maintenance problems thatarise from time to time and the attention given duly certified by a train examinerto monitor the performance ofthese bogies.

20. SPARES FOR MAINTENANCE: As indicated in the relevant para as above,the following items, in addition to nonnal spares should be procured from IntegralCoach Factory, Madras for use as spares in the Jan Shatabdi Express coaches andstocked in adequate number to facilitate maintenance.

Springs for both primary and secondary suspensions.

Silent bloc bushes for centre pivot.

Silent blocs for anchor links.

Rubber packing rings for the dashpots.

Cir-ciips for dashpot guide caps.

Brake beams,

Spares for air brake equipment shall be as per C-9702. All these sparesshould be distinctly marked with two yellow lines to avoid the possibilityof mix up.

(i)

(ii)

(iii)

• (iv)

(v)

(vi)

(vii)

•

•

Ref: CGW 0001 Rev. 03 February, 2006 Doc. No. CMI-K301Page 27 of29 Revision-O1

ANNEXURE 'A'HISTORY CARD FOR JAN-SHATABDl EXPRESS COACHES

SHEET-l GENERAL PARTICULARS

(At primary maintenance Depot)

1.1 Type of coach & coach No1.2 Year coach body built1.3 Bogies No. & Year built1.4 Tare weight ofcoachl.5 POH/IOH Particulars

Date of IOH/POH Shops undertaking Kilometers earned inbetween

I2.3.4.5.

1.6 Particulars to be kept in case bogies are changed as an unit assembly:

Date Bogie No. Changed to Replaced by Remarkscoach No. bogie No.

1.2.3.4.5

Note: Records should be maintained regarding the kilometers earned by coachesfbogiesso that they are booked for IOH/POH as given in para 4.

,I

•

•

Ref: CGW 000 I Rev, 03 February, 2006 Doc, No. CMI-K301Page 28 of: 29 Revision-O 1

SHEET-2 SCHEDULED PERIODICAL TESTS AND ATTENTION GIVEN

(At primary maintenance depot)

S.No Description Dates & initials of:TXR

I 2 32.1 Bogie mounted air brake test carried out as in RDSO

T.P. No. C-9702 (Rev. 1)2.2 Equalising stay greased on2.3 Quarterly examination of roller bearing in sicklines

done on2.4 Side bearer oil level checked and topped up on2.5 Brake pin clearance checked on2.6 Springs heights checked on2.7 Wheel gauge checked on2.8 Wheel profile checked on2.9 Wheel diameter checked on2.10 Length ofbuffer checked on2.11 Drinking water filler paper changed on2.12 Water tanks flushed on

SHEET - 3 DEFECTS NOTICED IF ANY AND REPAIRSUNDERTAKEN

(At orimarv/secondarv maintenance Depot)S.No. Description ofdefect Repairs Date & sig. Of: Remarks ifany

undertaken TXR3.1 Wheel & Axle.3.1.1 Biased wheel wear.3.1.2 Sharp flange.3.1.3 Flat wheels.3.1.4 Any other defect.3.2 Primary suspension.3.2.1 Permanent set in spring3.2.2 Springs brokeR3.2.3 Defective rubber pads.3.2.4 Guide caps dropping3.2.5 Leakage through lower

springs sheet.3.2.6 Leakage through

packing rings.3.3 Secondary suspension.3.3.1 Defective vertical sock

•

•

Ref: CGW 000 I Rev. 03 February, 2006 Doc. No. CMI-K301Page 29 of29 Revision-O 1

absorber.3.3.2 Defective side bearer

including oil-fillingarrangement.

3.3.3 Permanent set in spring3.3.4 Springs broken.3.3.5 Defective Equalising

stay.3.4 Bogie frame.3.41 Hitting marks on the

bogie frame.3.4.2 Cracks.3.4.3 Defective safety straps.3.5 Cenler pivot.3.5. J Defective silent bloc.3.5.2 Any other defect in

center pivot.3.6 Anchor link.3.6. J Defective silent block.3.6.2 Cracked silent block.3.6.3 Any other defect in

anchor link.3.7 Air Brake.3.71 Sticking piston.3.7.2 LeakylDefective

distributor valve.3.7.3 Any other defects in

Bogie mounted airbrake arrangement.

3.8 Draw & buffer gear.3.81 Defective Buffer.3.8.2 Defective draw gear.3.8.3 Defective screw

coupling.3.8.4 Any other defect in

draw & buffing gear.

, '.--,+

•

FIGURE.-!

,,,

..i,'

li, ~

I .,:. ~~"1~' ,r, ~

_'=~I ~;~l.iif~~~:;~~o;~,-,,~~ '-"'"" __-, ..a_'~O':30-~ 1 ;,_ :.~-

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MOTOR DA"TATYPE·.l: 3 PH~SE.400YOLT5

50 CYCL~5, 2 H.P.~: 1410!1I500,R.P.M.

TYPE: II , 3. PHASE, 380 VOLTS -!~~~~~;J:~~~~~. 50,CYCL~ ,3·5 H.P. « ".. Jl'"l' 1450 R.P..... vi"

I-

PR\NCIPAl DIME1(5\0\0.15- TYPE- 1

1

PRINCIPAL DlMENSIONS- TYPE -Ir

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FIGURE.-4

(ENTRe PIVOT PIt:!-

51LENT BLOCSLeeVE

A

r,

~'BOTTOM COVE.Rik=="-jn==""",- COMPl ETE

SPLIT PIN

TO BE IbCK Y1ElDfD;iTeR ASSEMBL~

BOGIE BOLSTER

/HEX.I1EI>Jl SCREW /Il. SPRI~ WASI1ERJ

.\,•

, {.

'f•,•·,."

,FIXING "'~~T:. OFBonoM COYER~_WITH BOLSTER.

,'~

i,, 'v'

I

,, ,... ,1.

;(0,•

>.. ~

'.CENTRE PIVOT ARRANGEMENT.

I.C.F. B.G.

SKETCH-66092.

,, ,

, '

---- -- ---I FIGURE6I _

ICF ROGIE: FRAME

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cr',~=--.:J.,

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SETTIHG GAUGES FOR AXLE BOX GUIDES USE or 5.lTTING GAUGES

r-.,.,Ut BOGIE fRAt"1!,

(Ef ;- """""01[3 ~_ r. ---r·-l

~_6, ;i:rt::::=fb~-~' • .1 ---- .",.,. ,,~o<·,,.

If FIG. F L..--J

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FIG.D

INSPECTION GAUGES POR A':<.l£ BoX GUIDES

~>llJl;~".,!>! __~

!'~1 J.t"( p~,

I )jjLLl'G~, lIi~ -i

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' I ----. ~lZ==:J(I 8E \=j ,"'"

FIG. B

. IQ

USE OF MASTER GAUGES j [.§.KETCH 680721_~I ------------- ---- 1f.a'IROi><;:>fse

"

!I,II, .",I

i

II 'II' '

NOTE ,- I. G) REPRESENTS LOCATKlN or AXLE BOX GUIIXS.

2. 0 RURESENTS LOCATION or BOLoT(R sPRlt<G SUSl'EHSlOt< BRACKET.

3. TRANSvERSI: BOGIE rRA~ CENTRE LINE '1 L' IS OBTAINED BY

D(V,'DulG THE OISTAHCE &TWHN BOLoTER SPRING oUS~EN3lOt<S

CENTRt5 WITH" CENTRE. PUNCH &. CHE.CK 11=-

SIC 68071: EH.

.. FH.

0;; GH .

EG • 21~9 ~ Z ...

fG ~ 2573 :3 ..

H ' 1400! 2 .....

SPRING SUSPENSION 8RA~""ETS E., F, G t:.. H M .... RK THEIR

MARK .THE C(I-ITHE U\-lE. OF 'THE. PIH HOLE: or T~l BOLSTER

WHEEL BASE AB &. CO SHQULO liE lB9G ~ I

BRACKETS. H, Gt< .

DWENS'OIG 0.. b. c & d. SHOU.D ALL BE EQUAL & H3 m~! I4.

------

IIIY

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~ ~128

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NOTE:-1. nE VARIATION IN THE TREAD (IRCUMFER£NCE OF WHEELS ON

THE SAME A)<L;' SHOULD NOT EXCEED ,.& ",,,,(i.~) 0·5 ~'" OH DIA.2. ~E VARIATION IN WHEEL DIA. BETWEEN O~E PAIR OF WHEELS

AND THE O'THER SHOULD NOT EXCEED 5,..", ON THE SAME BO~IE.

3. THE VARIATION ON DIA,UNClER THE SAME COACH SHOULD NOT EKe EED 13 ....M.

WHEa AND AXLE COMPLETE

:;2..... 1;·"·1ioc.J ..-.

- ,~:;r::lt:"'l-:0

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,..._.f:O::7r-" --- •.,'.! -~- -'" -, " ,

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11,

AXLE BOX SPRING(WTAC-O-I-202)

,:.5--

BOLSTER SPRING(WTAC:"O-5-202}

D = t;"

Om 1:42

NO, or WOR~ING TURNS -------------~525

DEflECTION \,)NOE" 1000 ~g ~)7_0]mm

SHf.AR STRESS PER l000.9-----------~1.12K9/cml

NO. OF WORKING TLJRNS ------- •.75

OEFUC'nON UNDER 1000 kq ----------=21.22mm

SHEAR STRESS PER 1000k9---------··--~a32K9t/cr'/

!,

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--,1 SPECIAL SER(W WITH

SEALING W~?r,1ER

::' GUIDE3. PROTECTIVE TuBE (\.)MPL:':il

4. UPPER RU88E.:R W4SHER

5, TOP SPRING- SP"

6 DUST SHIELD SP,'<ING

7, DUST SHIELD

8. HELICAL SPRINC

9. CUIDE RING10. RUBBER PACKING RING

I I, CUiDE BUSH

12, CIRCUP

1,3. COMPENSATING RING

14. LowER RUBBER "":'$!-'![P

15- SAFEi( 5TR~P

\6 LOWER SPRING ':)[:..1

HEIGHT F"R()t.l R)JL l£'I(t-

~86 fOR AU. K &. /'0lOI"< -M::. CQ.A..CH('S

"

"';-"'y ~-

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AXLE BOX GUIDE ARRANGEMENT

'-T~--

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'V' -.1 '~ ::::- .:::- :::::::: .:::- ::::- ~::::: ~... ,

16

MODIFIED

Iii' '&'-t..:..c:~,:; Z

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.. I -14-15

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I

VIEW FROM X

\

SKETCH-68083aH-.,.2

01 5 RIVETS(2Nos.)

o"

..DIP STIC

, '

. ',,,

SPRING STEEL(22 SWG)

NOTE:-

TO CHECK THE OIL LEVEL THE VENT SCREW

SHOULD BE .REMOVED& DIP STICK INSERTED

THROUGH THE VENT HOLE TILL IT TOUCHEDTHE GUIDE CAP.

OIL rEVELABLE MARK TO BE MADE ON TI;lE"STIC FOR PERMANENT CfjECK.

GUIDE CA-,,--PT:..:(J(:..:.P:..:...'c:..L:..:.IN:.::E...=f-+_l--L

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STAY

,'TUBE TO IS: 1209- HEAVY

"

." eXAMINE THE WElDINC!

TO BE TAPpeD ,t,FTfR wELDIH~

EQUALISING

r;,,

VIEW

~

NOTE:~' ...\- THE FR£E MOVEMtNT or: pINS CAN BE E!i'5UR~D By GRE"ASI"-lG

T"E ASSEMBLY.

Z. THE PINS .SHOULD BE PROVIDED WITH WASHE'Rs AND SPUT

LUG

CREASE NIP~lE

"

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i'

,

I \l

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sURf",e,- SHOULD BE SMOOT~

eHEC~, fORPoRou" ""HotHGFELi

!.

,

•,

•

Wl:I\RIIlG Plfe E

NOTE :-

LEsS THMJ 43-5 ...... "'" oR DM<'.A,GES OCCUR TO 111E OIL GROOVES.

2, THE H-.RO GRouf<D PLA~E. 5HOULD &E RENEWED WHEN ,HE

WEAR EXeEt OS 1 ........ THAT 15, THICI<~ES5 IS LEs!> ,.MIl.ll

9' 0 "" ..... OR RIDGES ARE O&!>ERVEO Oil "HE PLIl.TE •

sWEAIUt<G !'IEeE fOR SIDE IlEAll.ER

lU:F. DR... \10· "-0- s- &49

";,"', "",'!-'.."~'.,~., ':'" ~ ,

.- -:-

SIDE BEARER ARRANGEMENT

.., -

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- - ..;~'.<,: . __. _~H~;~:.:.~~_._;.:-j;;;_i',,~(f;:~~

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COhiPONE NTS SIZE -NEW I CONDEMNING WEAR INrnm, I SHOP 155UE 51ZE •, ~:.' ..

,',

, "

-." '.

"fL--J-I-=----'I~

HANGlR BLOCKTOP AHO BOTTOM

9·5 8 1'5 8·50

,',..

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GJc PIN..! ..

, ,, ,1.

37 35·5 1'5 36 ~oo

,I'

"'!j-ell I'

e:

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1QfJ,",

38<;.3 ~O

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387384

HANGER AND HANGER BLOCKS

,

HANGER

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DIMENSIONS UNDER TARE CONDITION FOR VERIOUS COACHES OF JAN -SHA TABDI EX cc:': SS

_.._--=

I~.' ',,

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'" ... :.3 >

Ti-Ulf=-,

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I.TYPE OF COACH

JAN-SHATABDI

A BWGSCZAC/J 36 :3 40:5

WGSCZ/J I 4 5 ~.3 40 ~5

WGSR/J,

45 :3 ! 40:5.

• CLEARANCE DIAGRAM FOR I.e.r. eOGI,s (eG)...., .- ,g .,,

t~I:"J,- " :'I;)

,

,-_ -~-', I. '~". <C. :.'. \"-.,"C ..... _, ;..,

--------------,~G~-.=- 20

o-N

\\\ \, ,, .. ,

I I, .'1) ',' ,I~=O_!

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45 40

~_25~- ~I =-1I

NN

0'"N

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MODIFIED SAFETY STRAP

, '. • ,c-

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~. ·1····. , . ,,' .- ,', ~'- .. - ,. J-. • __..... -." I "{:; ;

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BUFFER HEIGHT ADJUSTMENT(ICF COACH)

~,

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GO

N

'A ,",S SHOW,,! 8E~OW

I'

CROWNTYPE OF COACH CLEARANCE

A ...n ...n

"'-JWGSCZACJ, 36---

WGSCZJ 2 & WGSRJ,I' " It.:) I

___...J

DIMENSION

I,

/1/ I

,

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\ \

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UNDER TAR(,+ I I

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1 IN 20

29

85.5 1. ...•_, ;....

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127

85.5

.~"'

, INTERMEDIATE ....'~ORN ~HEE[ PROFILE

35.5

22

55.5. ," . ----->,

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127

B3.5~

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25

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65.5 •91

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1 IN 20

lJl

F IGURE-3 j;l",

FIGURE-2[22m~THICK FLRNG[l

(25mmTHICK FLANGE)

..~";~'- .,... ". ... ,-. -"." ~"'-'

l.fJ',3 SHOULD BE THE LASTINTERMEOIRTE WHEEL PROFILE~O,. Tt1~ W'Hff:L:5 .Ht:RNT J"'OR ","THECOR01ES TO! RUN RT MRX.,·,~~"HI5~leL! :5~ffD:5 O~ 110 ,k.ph RNO RBOVE .'.

2.RLL THf TH~ff INTE~HEOIRTE ~ORNWH~~ ~AO~lLE5 {FI'.1~2 L ~l

eRN 8r:: U5!O 'OR THf WHEELS FOROTHER TYPES O,f",.COACHES.

I

1

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L i (.A)~"20 G' / < '---'---

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I\IOT[:_ C·COAUlt.S .'111£:) 'r\'1T~ [~I.lA'-lr::E.D 5C:::tw COuPllHG

A~[ 10 Br. /'TI,l..RKE.D ~'.i _ 1'1 WI·,lllt or-; THE I:.~O

\f,l,LL JU~T,ABO'IL ,1-\( ~\""qKIIiG PROYIDl.D 'OR AN,I_

1I:.L(:5COOIC COAC~I:S .

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