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fP6X (0522) 2451200 Fax (0522)2458500

(jt'~rrnmt'tllllllnJla·Minj'!I)' of l\all\\J¥~

Research !)esign~ &. Standards OrgaOl'>i1tlon

LII,know . 226 UI'

DID (0522) 2450115 DID (0522) 2465310

No. MC/APB.lBMBC Date: 25.09.2017

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o~f...

Sub: Compliance of Item NO.6 of Minutes of Meeting of 16th CMG regarding Brake Binding in ICF type coaches.

Ref: Minutes of Meeting of 16th CMG.

As decided in the 16th CMG in Item No.6, please find enclosed herewith a copy of compendium on Brake Binding in ICF type coaches containing all instructions issued on this subject.

Enel: As above ~)~' \1 Director/CarriagelE&S and Brake

for Director General/Carriage

CoPy to: DME/Coaching Rail Bhawan , R9i1w~y Board, ,New Delhi

COMPENDIUM FOR

BRAKE BINDING IN

ICF COACHES

------

INDEX

SN Descriptions Letter No. Date 1 Letter to WR for developing to the double MC/APB/BMBC 30.09.2011

acting brake cylinders for reduce the brake binding

2 Letter to CR, ER,NR and WR for MC/APB/BMBC 31. 10.2011 conducting trial with brake cylinders having 40 mm piston stroke

3 Letter to WR for conducting trial of double MC/APB/BMBC 16.02.2012 acting brake cylinder

4 Letter to CR, ER and NR for conducting MC/APB/BMBC 12.04.2012 trial with brake cylinders having 40 mm piston stroke

5 ROSa remarks on the MC/APB/BMBC 31 .08.2012 suggestion/remarks on the reports submitted by CME/NR and CME/SR on brake binding in LHB and ICF coaches.

6 Detailed technical note on Brake MCI MC/LHB/Brake 19.03.2013 LHB/Brake binding in GS & SLR coaches for both double acting and 40mm working piston stroke can be possible solution of brake binding

7 Letter to SR for in principle approval for MCfAPBfBMBC 09.05.2014 modified 32mm piston to 40 mm piston stroke for field trial

8 Letter to ICF Chennai to turn out 100 MC/APB/BMBC 09.05.2014 coaches with brake cylinder 40 mm piston stroke which are used in EMU and DMUs.

9 Letter to all Railways regarding summary MCfAPB 13.08.2014 of common lapses on the part of some the coaching deports and workshop.

10 Letter to all Railways regarding use of MCfAPB/BMBC 16.06.2016 double acting BMBC in GS & SLPR coaches.

11 Letter to all Railways for action MC/APB 10.11.2016 implementation in Railways to reduce the brake binding cases.

12 Letter to all Railways regarding action MC/APB/BMBC 08.09.2017 taken by SR in case of brake binding

~/FAX : +91-522-2450679 "fmf m<'61< - ~ ~ >

51< : r~.~ ~tWr ~ ilfR' 'IIFl"6 ~ ~ t\ \"11 ~_ 226011 S'NW'I4- U-Telegram : 'RAtlMANAK',

lucknow ~lTele : 24512~!\(PBX)

0~~(DID)

~/0.~<K No. MC/AP8IBM8C

c~ Mechanical Engineer, fo;;t~m Railway,

Headquarter's office,Churchgate, Mumbai-400 020.

Govemment of India - Ministry of Railwavs ---­Research Designs & Standards Organisation

Lucknow - 226 01 1 Email-directorcarrstd@gmail.com

Dated: 30.09.2011

Sub: Brake Binding in GS & SLR fitted with BMBC. Ref.: Your letter NO.M.44211012 dated 12.08.201 1.

The suggestion for solving the problem of brake binding in GS and SLR coaches frtted with bogie mounted brake system by increasing the piston strok was examined_ Observations are as under:-

i. Bogie mounted brake cylinders are capable of 'paying out' but 'paying in' is not possible due to single acting slack adjustor.

ii. During overloading in GS and SLR coaches, brake blocks along with entire brake rigging moves down from center to lower location and gap between brake block and wheel increases. When the coach is unloaded, brake blocks moves up and then the gap between brake blocks and wheels get reduces (copy of study sketch is attached).

iii . Brake Cylinders are designed in such a manner, that if due to wear or otherwise gap between brake blocks and wheels increases, the brake cylinders pays out by 0.35 mm in each stroke if stroke is more than 32 mm. thus if stroke is increased from 32 mm to 38mm; then after subsequent brake applications it will again attain a stroke of 32 mm.

From above it is evident that by increasing the piSton stroke without modifying the design of Brake Cylinder, the problem of reduced gap between brake block and wheel only get delayed and piston stroke require to be adjusted during subsequent Examinations,

It is informed that Brake Cylinders used in EMU coaches have designed piston stroke of 40 mm. It is suggested that trials are conducted with these brake cylinders.

RDSO along with firms have developed double a~ng ~inders wh~ ha~ capability of both paying in and paying out. The trial of 8 nos brake cylinder IS In progress to train 521 1/5212. Railways have not reported any brake binding problem on these coaches so far.

DA: As Above. { D.K.~::i(I/JgI} Executive Director (Stds.)/Carri9ge

I _ ...

'It'd Yf/'l'Jl i", .. ~r-l~ a':l~Nr:1 -:>ll ~'1;; " Jh~ '11:1~. If'T'~'1

f.;I'\·1·fT1l1Wllll~f ' HtHl' Mini:o.tl)' t,f f{n..I'''· .1~.~

fI~"'l r .. h II~'I~I\.I\- ~1"''''''n l.OII:."I>'lfloul

MC/APBIBMBC Date - 31.1 0 .201 1

1. ~~.~~~,~·-400001,

2. ~~, ~ ~. ib)tilqHdT - 700 001,

3~ - \ffi1>! m, ~ mtm. -;q f~~ - 11'0 001. 4. ~~.~,~-400020.

. j'

Sub: Brak6: binding in GS & SL.R fitted with BMBc. , . . . " ~ ,'. . . , ~ . ~

Some Railways have reported the problem of brake 'bfnding Tn GS and SLR coaches fitted with bogIe mounted brake system. Tho ptoblOtn was ttudltKI and observations are as under: . ,

i.

ii.

iii.

iv.

" ,

Bogie mounted brake Cylinders are capable of 'paYing out' but 'paying in' is not possible due to sIngle acting slack adjustor. ' , -During overloading in GS and SlR coaches, brake blocks atong wit.h entire brake rigging moves down from center to lower location and gap between brake block and ·wheel increases. When the coach is unloaded. brake blocks moves. up and then the gap between brake blocks and wheels get.

1 reduces (copy of study

sketch is attached). . .J

It is leamt that some railways are increasing piston ~troke of exisftng brake cylinders (which are designed for 32 mm piston 'stroke) to solve the problem of brake bin~ing. . . : . . ;. : :.\ '~ I !~: " . Brake Cylmders are desJ9ned In such a manner th~t if due ,to wear or othelWlse gap batwaen brake blocks and wheals increase,;; t~9 bffike cylinders pays out by 0.35 mm in each stroke If strok~ Is more than 32 mm.·SO if stroke Is !tlcteased from 32 mm;th~n after subsequent brakeapplieatlons It will ag31n etta!n a stroke of 32 mm. Thus piston stroke need to be adjustedfn every trip. .

Railways have reported encouraging result by tncreasnlg pjston stroke of eXIsting Brake cylinder having 32 mm working piston stroke: It is' a~\tised to conmlct ~al with . Brake Cylinders hav.ing 40 mm working piston stroke (Orawi~g no SK·81057 Alt. 9 item 2) which are being used in EMU and DEMU coaches:

The tnal with these brake cylinders should be conduCted on one SI.R and two as coaches as per enclosed trial sehem9. Feedback ~h6Uld be' given to RqSO as per

prescribod pIOrorm.. h ~' 1 p

. tiW94S: as above

. . ) ~11l~ ~y . F'rffi(6 /~l19, 'Tcf> .

·ta4161f.'i~~ICl> l -fl qJ;f)~tiii!1

/

, I

Mel APB/BMBC Date - 16.02.2012

Sub: Brake binding in GS & SLR fitted with BMBC.

At present ICF type main line conventional coaches have been provided willl 203 mm .;jingle . acting Bogie Mounted Brake Cylinder. Railways have reported that the piston stroke of 203 mm size BMBC an ICF coaches gets reduced up to 20 nun from the pre-set value of 32 nun in every trip. This necessitates readjustment of piston stroke in each trip by the maintenance staff. Sometimes, fr , quent brake binding on GS and SLR coaches is also :reported. This problem is limited to GS & SLR coaches due to dense loading, therefore, huge variation in tate and loaded weight is observed. The rea .on can be attributed to single acting slack adjuster used in BMBC which allows the piston rod to p ay cut in loaded condition but pay-in does not takes place in tare con ditions.

Western Railway intimated that they experimented with increase piston stroke of eXIsting brake cylinder to 38mm and results are encouraging. The issue was studied in RDSO and it was noticed that if the piston stroke of existing BMBC having 32mm stroke is increased to 38mm even the n it will require re-adjustment in every trip. WR was advised to carry out trial with 40mm stroke B MBC which is being used in EMU/DEMU coaches. Tlial is in progress.

To overcome ·the above problem, MIs Knorr Bremse (I) Ltd. Faridabad and Mis Stone Jndla Ltd, Kolkata have developed 203mm bogie mounted brake cylinder with double acting slack adjustment. Tlial of Mis Knorr Bremse make double acting brake 'cylinder is in p rogress en East Central Railway. No brake binding instances have been reported so far. It is proposed to condu .. • trial of MIs Stone India make double acting BMBC in Western Railway also as per attached trial scheme.

Trial of double acting Brake cylinder manufactured by Mis Stone India Ltd is to be done with following objective:

i. To access the performance of double acting brake cylinder. ii. Relative man-power involved and brake binding case :

a. (f the piston stroke of existing Brake cylinder is kept at 38mm and adjustment is made iII elfe ry trio. (Y)

b. If brake cylinder to existing ROSO designed 203mm bogie mounted brake cylinder to drdwing 0-­no. SK-81OS1 Alt. 9 item 2 having 40mm . working stroke pre~e~tly used in EMU and DEMU g coaches is used and is allowed to be run Wlth out adJustment (tnallS already gomg on m WR). 00

c. If double acting brake cylinder is used. C"J

Necessary action may be taken.

'(i('11"14>: Tlial Scheme No.RDSO/201ZlCG/TS·04. ~c. Copy to:.

~ne India Ltd., ~~~'TarataUa Road,

Kolkata-700 088

l

You are advised 10 supply 08 nos Z03mm bogie mounted brake cylinder '-lith double acting slack adjustment, manufactured by you, to Western Ral:way A

free of cost for tria .

...

1imI w.;m . t;r ~ ~~a1R~~ ~ ~22601l

EPeX (0522) 2451200 Fax (0522) 2458500

-~ F!~ ~ (AI • ,., 2-"-t l/O\"mImaJl onndia.Ministry of Rai!ways ~ . R~ Des;gn~ & Slandanb OrganiS:llion

Lucknow • 226 011 DID (OS22) 245Ot15 DID (0522) 24&53 to

NO.MC/APB/BMBC . ~___ Dated: 12.04.2012

~ ~ 31fif4dl ~~~ et:f,.. (J?,. 2- ~ '2A 6'1 7'2- '),.{ 1. ~ ~. ~ ~ cfit-m. ~ 400 001 . . ~ j1I.. j '1- J, () ~ 4 , 2. wf ~ ~ ~ <t»(ifib.dl - 700 001. F X ~ ~ 0 3.?> - ').. 3. ~~. ~N\Rf. -;;t~-110 001. MPt..<4~ &It -l.-~~~7ks;t. ,

Sub: Brake Binding in GS & SLR coaches fitted with Bogie Mounted Brake Cylinder (SMBC) Ref.: This office letter of even number dated 31.1·0.2011 and fo.owed by reminders dated 07.12.2011,

10.02.2012 & 21.03.2012. . .

Some Railways have reported the problem of brake binding in unreserved coaches such as GS and SLR · fitted with bogie mounted brake system. The problem was studied and obsetVations are as under:

i. Bogie mounted brake cylindeJS are capable of 'paying out' but 'paying in' is not possible due to single acting slack adjustor arrangement of BMBC. .

ii. Due to ovel1oading in GS and SLR coaches, brake blocks along with entire brake rigging moves down from center to lower location and gap between brake block and wheel increases. When the coach is unloaded, brake blocks moves up and then the gap between brake blocks and wheels get reduces.

ili. It is learnt that some railways are increaSing piston stroke of existing brake cylinde~ (which are designed for 32 mm piston stroke) to limit the problem of brake binding.

iv. Brake Cylinders are designed in such a manner that if due to wear or pthefWise gap between brake blocks and wheels increases, the brake cylinders pays out by 0.35 mm in eaCh stroke if stroke is more than 32 mm. SQ if stroke is increased from 32 mm, then after subsequent brake applications it will again aHain a stroke of 32 mm after repeated brake application. This require piston stroke to be adjusted either in every trip or after few trips,

Vide above referred letter, it was advised to conduct trial with Brake Cylinders having 40 mm worning piston stroke (Drawing no.SK-81 051 Alt. 9 item 2) which are being used in EMU and DEMU coaches.

WR has conducted trial with increasing piston stroke of existing 32 mm working stroke brake cylinder to 38 mm and 40 mm wor1<ing piston stroke brake cylinder as suggested by Rosa. As per trial' report of WR, t~e

· piston stroke of 32 mm brake cylinder get reduced to 23 mm after 4-5 trips while piston st~oke of 40 mm brake cylinder does not get reduced below 28 mm even after 8-9 trips.

· It is suggested that trials as per trial scheme no RDSO/2011 ICGfT?-20 is done. and feedback ~hould be given as per profonna given in trial scheme. This would enable to standardIze BMBC with 40 mm working stroke for unreserved coaches such as GS and SLR.

DA: As above.

· ~T ~2hOI!

'. t l~tlX (0"7]) 7~;, 1 ?I.MJ ;'"j IO!VL' :!4!,H";'i l

:-1:0 : r' ~i;'- :': - :: ':':'(!r, l., ~" t 'n ; t"r"'-"-) ".~ "I ";,\'." ; '.1 \ '

Sub: - Report on Brake binding in LHB and ICF coaches. Ref.: Railway Board's letter NO.92/M(C)/137/2 Vol.V dated 04.4.2012.

s .~\

IfiI ~;iifjtftUS~'! 1 ''''i~ ,)I :V;:'l ,:.,. , • • ~,. ,. • . t L _ _ _ , " .

Dated: 31 .08.2012

Railway Board (MM) vide letter No.921M(C)/137/2 Vol.'j dated 04.04.12 nominated CMElNR and CMEISR

as the nodal officer for carrying out investigation of brake binding in tHB and ICF coaches respectively,

The reports submitted by CMElNR and CMEISR have been examined in detail. RDSO's remarks on the

suggestion I recommendation given in the repol is attached herewith.

DA: As above.

257)65

2.

I

3.

4.

Brake Bindino In LHB Coaches

\ The filter design of both FTll and KNORR are not adequate as 1 OEM's were asked to dis\,;uss \

per the Indian cond~tions. It r 'eeds to be reviewed by ROSO. the issue with their principals. I (pare 5.1.1.4, para -4.2:2). Firms were asked to inform,

Zonal Railways must claim warranty as discussed in para 5.2.2

instead of para 5.2.1 for OVs (para -S.2).

Production units should -inform -u,e zonal '-railways about

warranty provisions for different compOnents Isystems at the

1

RDSO regarding filtration I efficiency of Filter of both design

and the size of wire mesh used

in ICF and L'i6 design coaches.

Knorr has informed that mey are

using iitter with 36 mesh per sq

mm white FTll dOQs not use any

mesh type fitter. MIs FTIL has

stated that there principnls have

advised use of centrifugal

process only for braKe pipe

filtration this is to ensure

unrestrlcteu now of aJr In to I OV.RDSO i:s out t;Oi\\.'~~1(:~U with!

I MIS I='TIL re:'l!Y and being asked I I to review the design. ~ Instruction can be Issued to I

rai~ .... ays.

Instruction can be issued to

railways.

I

time of bJming out of the coaches (para -5.2). '--1Interchangeability of DV overhauling kits of ICF and' LH8 OEMs-;e-re'asked'to'cla:ify ·whY!coaches was examined This issue was also discussed with the DV used in ICF design coaches

firms and it was .~nfirmed that except the relay valve, cannot be used in LHB coaches.

in~erchangeabi\ity exist between the ICF and LHBdesign. Both the OEMS were asked to

Hence, a detail study im:ly be carried out by ROSO and ReF to provide list of DV overhauling kit

study this aspect. to optimize interchangeability without mentioning common and

compromising on reliability. Need of providing relay valves in uncommon parts w.r:t [IV used

LHB coaches may also be examined by ROSa (para -4). ! in ICF Design coaches Firms

I have submitted the list., '! ROSa is of view that lor DVs j'

i used in LHB coache». ,~·_·x.(:;;eteI . .. I ove,tlau!ing kit <;hould be

I procured from OEMs. This wiil

ensure .that full kit including

common and uncommon parts

5.

Ciia availab:a at t:;e time:: ofImaintenance .

. \ The issue of requirer teru 01 iI relay vaive was ('\ISCUSS('d In th~ I

I meeting with OEMs. It WO'lS I. oointec cut th.:::t :-~~':::'-.''/3l1/b: .s !.

~eqUired tn ensure s~me !">rakeIapplication and release time

irrespective of air requirement in .

different coaches. If 80gie is

isolated or there is leakage in

Be line then air requirement

ma~.be different.

6.' Procurement policy of brake ,:tquipments for LHB coaches: Pertains to Rly Board and ReF

The data collected from zonal lailways revealed that out of 97

cases of brake binding on LHB rakes, 85 (88%) were on the

equipments manufactured by FTIL. As there is lot of difference

2 257J67

FlU

r--'\ in the performance of two manufacturers i.e. FTIL & KNORR, I\. I while their equipments are working under the same condi~ns, 'II thara is a need to reQulate quantum of orders on the baSIS of

performance of the res~ctive manufacturers. till they are at par iwith each other. This will ensure that the population of brand,

which is not performing well. does not increase and OEMs are

persuaded to take steps to improve their performance.

Perhaps, there is a case to down grade one or the

manufacturers to ca~gory II while retaining the category I.

status for the other manufacturer. Moreover. additional sources

for the brake equipment may also have to be developed (para-

5.3).

7. Maintenance of Alr·'Brake Equipments: At present, zonal Pertains to Rly BO

railways are er .taring if)to maintenance contract with OEMs for

~heir respective brake svstems, whichindudes brake

equipments on the coach, bogie as well as axle Such 'I

J maintenance contract is requi;-ed aner lapse of init~l flQrif'C of ,

I six years during which brake equipments is expected to give Isatisfactory maintenance free service. After lapse of this \

maintenance free periOd. major maintenance requirement is

in workshop when the coach is taken for POHIIOH while. I

routine type of maintenance like filter cl~njng etc. is

expected to be carried out in open line depots . It wilt be Ibetter. if the maintenance coni -act is finalized by ReF (similar

I to maintenance contract being finalized by ICF for CUMMINs I

Iengine of DMUs) and Zonal railways can .place their order

based on such standard contract. There is a/so a need to

review whether the maintenance activity in depot is required to . ,

be done by OEMs or It can be done by the raitWay s1aff, thus

reducing the scooe and cost of maintenance contract (para

!;i.4).

8. Air dryers may be provided in all depots for ensuring proper Instruction can be i5su~ to

quality of air (AnneXUJ'&o14:para·3). & (para - 5.1.2.1) railways.

3 257J6t

I(

-

~-"'T""':'"~~=-=-----::----:-;'---;--;;:.:---;---;-;--;::-;.~.. . . -.~---. -.------ ....--~After ACP, crewlescorting staff should follow th~ """?" I'nst~~~ion~ ~~~:O:,~_a;~_~,.'!Ot \

l gi;ren in the p21'3 ~.O of RDSO'sU!nstr..sctlons TOr Drivers to I 5~eclfl'- tv "vaQI ~y"'t:> nence I\ Manage Brake SYstem ~f Lo~motiver:ra~ in Different Isame insfrvctions are applicable 1

Situations En(;Ouotered Dunng Trail! Opei~hon report roo. MP for LH9 coaches also .

MiSC. - 88/99 (Re\l;sion...Q.01) (Annexure-19). In these Iinstructions, drivers h~~e·to start the train atter 1% minutes with Iwatch on the BP & AFf gauges. These instructions were issued

in JANUARY - 2000 but that time LHB coaches were not in

service in Indian Railways_ It should be reviewed by ROSO that

time of 1.5 minutes is sufficient for LHB coaches. (para 5.1.3.1,

Annexure-1: para-5(ii).

Presently driver and guards are not very conversant with LHB. Instruction can be issued to

coaches and do not have adequate operational knowledge. All railways,

driver and guards may be imparted knowledge with practical

I training. from operational requirement point of view. This is

\' '\ e!:>f!eially imponrmt in view of thE. large scale proliferation of '

, . LHB coaches in near future (Annexure 1: para-5(iii}). I·111. 1~rew Jescorting staff may be advised that in case' -of brakel-!-n-s-tru-cti-'o-n-ca-n be issued to

I Ibinding, culprit coach should .be manually released and railways.

iSOlated, to avoid further del~tion on line (Annexure-1: para-

5(iv».

10.

12. Escorting TXR staff lsupervisors to be adequately trained and a Instruction can be issued to

check Ii$t to be provided to them to improve their confidence railways.

Jevel and competence to handle stich situatioIls including IImanagement of passenger !media. Interactive sessions with

Icase studies are being conducted in OLi divis~n. For ready I

I,reference pocket pamphlets are being distributed to escorting ,

i staff. Similar module may be adopted in other zonal railways I! ~also (Annexure-1: para-5 (i'l), para-2.7).

,,

13. Prestigious trains needs to be escorted by coaching Pertains to Zonal Rlymaintenance supervisors, besides artisans oeing deputed now

(Annexure: 1: para-5(j».

14. Presently walky-talky has not been provided to coaching Pertains to Zonal Rly- .

4

15. Brake binding cases in which nothing abnormal is found on

testing in SCTR s~uld also be treated as a failure and DV

should be. replaced. Failure should be jointlyinvestigated with

the finn to find out root cause of failure. (para-5.1.1.4).

Pertains to Zonal Rly

~----~~~--~----~--~~~----~~~~~--------.-------------~r'---rescorting staff. As a result crew is unable to communicate with

I Iescortir.g staff in case of emergency There have been IIi~ wh."':~SOOrling s~·;ot stta~ded on wayside .; I, the train moved because 01 no i:.''::lIr:fr:l.lnication equipment waS

available between them. This issue needs to be addressed

(Annexure-1 page-3:para-ii).

i .. --.--- __ . ."_ speCifiCGt~u~~.T~~6~4. ., __ II M/$ FTIL should moc:ilfy the Em€~~ancv Brakl'f ':ial••e :::.~:gl~so r Vide letter N~. MCii..~6,8rakG I

. 1\ that BP pressure does not go below 2 kg/crn2 as in case of I dated 18.05.12 Mis FHTIL ~as

Knorr make Emergency Brake Valve. I asked to modify the design of

IEmergency Alarm Valve. MIs

I FRT!L has submitted the

:nodified dcs:g~ ..-:r.ich nac teen

joinlly tested at ReF. Firm has

been asked to cut ;~ modifiedI· ,design to, a/l ,.,,,. "'I'!'I~ ~id.1~ I~ -ir_,e_H_e_r_no__26_._07__.12. -J

16. Whenever there is 8 parti~lbrake bin.ding {rubbing, smoke

starts emanating from the brake pads creating unnecessary

panic among passengers and negative media publicity.

Technical spacJfication of the brake pads may be reviewed byROSa (para-5.1.1.2).

j1-17.Il

5

Jurid and Becorit both make

Brake Pads are being tested at

RDSO for Quality d"leck..

Presently btake pads are being

imported as per FiAT SIG

257J 7~

i e.-I Grease used 10. overhauling DVs should be made the part 0' overhauling kit. (para 5.1 .2.2)

. I

6

Vide this offlC'} letter

NO.MC/LHBJBrake dt 12.4.12

manufacturers were asked to 1

their opinion on supply of grease \

I with overhauling kit.. OEMs of i

, OVrs nave agreed for th8 same Railways, may procure grease

along with kit from OEM

257J 7!

I S.NO.! Recommendation I RDSO Remarks - i1 i. I SHORT TERM STRATEGY r--------------------lI 2. The categorization ~f "Checked and Found Normal" in I Pertains to Zonal R!y !! Failure analysis of Brake binding cases should be \ II abolished. In all such cases, the responsibility will be ! ' !

compulsorily fixed either on the Depot which did not

release the DV _-or the Depot doing Primary I'

Maintenanc.e de~ncling on the facts of the case.

Brak-eBinding In ICF Coaches

4. Cut off angle cock should be overhauled in thecoaches at the time of POH_

3. BP & FP Hose pipes should be tested with 10kglcm% Instruction can be issued topressu~ before fitting in the coaches at the time of railways.POHIIOH.

Instruction can be issued to

railways. I~5-.~~~F-~-e-r~~~C-e-n-~~·u-g-a-I~O~i-rt-C~o-I~~-d-o-r-s-h-a~"~b-e-~~a-n-g-e-d-a-t~~p~e-rt~a~~-s~t~oio~~---------i

:

~-~~e~ve-~~IO--H~a~n~d-PO--H-,-----------------------~~~--~~~~~-----__J6. Testin9 of OVa shall be computerized to ensure Pertains to Zonal Rly I-

accurate checking. -

~-----' ~Only the sp~ified Greaseshall be used toDVs and rnstruction can be- Issupd to IBogie Mouf't4d 8rakEt Cylin~eroverhauling. i 1i:i~l-V1/;t~s_

Rake I"•• rig & Single car ••••1rig ''''11 be caliblated jlnstn.cliori--c;,;,-- be i••U_d-Jat regular interval. • I railways JUsage of Stainless Steel pipe in WeB, SLR & GS Instruction can --:b-~----:i-ss-uedto

coaches may be introdUced_ I railways.

r· I~~18. ,

9.

Proper alignment of Bogie Mounted Brake Cylinders i ---_.-.------_ ..._-.- ..-.. --..--10. Instruction can be issued toon Bogie frames shall be ensured. railways.

iSsued- 101... ~1-L The subject of CR release before loco Change may be Instruction can beaudited at different level to avoid brake binding. railways_

\12. Staff are lacking in the knowledge of air brake system -to IInstruction can be issued

and the seriousness of brake binding. Training for the I7

257J7Z

I staff to focus on, identifying DV defects like release I railways. --- "-,• • I

I.choke defect: atrnosphenc Port leak and onrerence I I,

. be~etn i)r"l(iIO rPi~as8 and CR Release and {amove \i their ignorance O~·S~ch.areas. : _ Ji-:-13-=-.-TAir brake equipm~f supplier may be advised to. DV Man~facturers has been asked I

rethink on the desiQn and quality of material \ to closely monitor the performance

especially rubber in' their products and go for the I of their DV anP over hauling kit

technologically advanced and durable supplies I :;.ms have been asked to quarterly I

bearing in mind the occurrence of-brake binding due submit the analysis of warranty

to material failures like Choke Valve, diaphragm [ failure cases. Railways may be

Follower. lip seal and toOthed ring and the I!kes. They. aovls=d to send fp.9"I-"Ir feed back

may Improve the design of Dirt Collector and DV filter. I to RDSe.~_-+-::=--_--:-:-:--_:-:--.,.....-:-:---:--~--::-~ __ -:--.l~ . ._._ .__~. 14. To prevent the accidental isolation of OV on run bv l This issue was discassec ',;itl-; :::e !

external factors like meddling by miscreants or : I firm. MIs xan. and MJs SIL Ihitting by flying ballast, all supplying firms may be informed that isolating handle is

advised to provide a locking arrangement in the OV spring loaded and will not ~let

isolation handle as beinp done by Mis Escorts and operated by ballast hitting. It was

MIs Faiveley in their make. Similarly the workshops mentioned that if such fasteni,19

may also be advised to provide such a locking arrangement is provided,

arrangement in the OVs during POH. fasteners may get jammed due to

rusting. The driver may not able

easily isolate the DV if need arises

en-route.

15. Nylon Filter may be fitted at the very entry point of The filter should be provided at

:oc.a~jonwt-,ere il un ::;0 .:lioi:J' .~d ,

easily_ A choked filter may lead to II indirunctloning of PEA V In ca~e of I

ACP.~--r.~==~~~~~~~~~==~~~-~~~--~----~16, The moaification ~uggested by the CWMlPER of Theoretically the capacity can oe

. S.Rly to downsize the AR to 100 Lts capacity can be reduced to 100 Its. However.

considered for the multiple benefits that will accrue exhaustibility test need to be do.le

owing to improved performance and lessening effects to ensure safe operation in down

of corrosion. gradient wnere frequent brake~---L...--------~ -1...- --:-- -.-l

. ,

?EP.V tc wo::ro! c;.ff tht; dust from ••,-,taring.

8

------------------------~

-.

application is required to control i, I

the train speed,

\--17~.--+-:T~X~R-a-n-d-:-o~th-e-r-N-nn-:i~n-9-s-:-ta~ff;;-m-a-Y--;--be-S:-:ch-;-:-oo-:-;-::le-;d~i--n-;t:;:h-=-e-t-7:In:::s7.tru::-:-:c~tjoncan be issued tal'I I' b CS ' na ..•.. .~,,~ e· .•_--;".... r"""lwavs. ,I:aSI anu /lnpe n...... v, i.... ;:,r "':-I}I"" •<";.<:;..;.,-" ''''. C"' •

I r!I I during €!I'gi~ change-Clver. and reversal of engine at jI tum-round point to save the train frcm brake oir.ji~~

If the release wire is found missing anyone of ~~I·'-:n-st-ru-c-tion-- can'" be--is-s~ed

coaches coming for primary maintenance the same railwa.ys "'

should be replaced with the standard release wire Irope without fail. I

I

Air Driers frtted to Compressors in Pit lines are to be msmicnon can be issueCI'io.

maintained f,lnd checked for proper working with a railways.,

hygr6meter at regular intervals. II----+--~-~~---:-t-:I ~----

20. Drivers may be advised to desist from unwanted I Instruction can be issued to Iinterference with A-9 Vaive setting once the Power i~ railways.

attschecl a~ Air Pressure given through. Drivers shall

not bypass the application of Air Drier during

attachment of Engine to avoid purging process under

the pretext of minimizing delay.

18

21. All shunting Locos shall be fitted with Air Drier by Instruction can be issued to

taking up the wor:'<under Rolling Stock Program at the railways.

eariiest

The quality of Air Pressure gauges available in Air It is not clear what need to be

compressor, Locomotives and Brake van should be upgraded. Gauges are being

upgraded. Specification of gauges with longer life procured from RDSO approved'

, and better reliability should be standardized by sources as per ROSO spec 02-

ROSe. Since they are low coat item:. I:>L.~~· •.c a ~~"'!",A8R-02. No specifir. DrnhlAm has•• I ,

;ilijj;:~ '.r' troubie free operation even the 1 been reported by zona! railways. \

manufacturers should toe reqistered witn KL;~0 I Kegular ca"Ofci~iC~ c~ gauges,

Calibration ~edule should be ~learf_'J_s-:-pe---:-Cj_fi_~_...o-__ -:+I-::~:::-n_o_U_,a--,be--c"'CI_o_ne__iI_! _'O_H_.------1'Air pressure gauges may be- converted to dlglta~I The digital ;auges are rot more

gauges where possible to reap the benefits of better I reliable as compare to galJges~--~-_----~~I---------------

19.

22.

23.

7

I-------------~--~-I

!

I

f--=-~-+__,~-__:___:___------ -.:~~__:_-~___:_-------:-+---c-.- -~----- ----26. The subject of providing Relayin bogie mounted As per ~pec-C-K209, DVs to) be

coaches on war-footing may be considered to bring used for passenger coaches

about uniform release lime among aU types and should have relay valve to er:sure

groupsof coaches. having ,uniform app\ication and

release timing.

I

I~~.

25.

27.

"'At •••••••

I,I129.

i 3"t v.

L

being used presently. Hence, it

may not be prudent to use digital

gauges. It will also have cost '\.

implications.

accuracy and reliability.

Air pressure brake 'in~icators. as available in the

teehnically updated LHB coaches. ma~ be consicered ifor provision ill all non-Lno coaches also tor easy j\'

understanding whether the brake is in releasAd or

applied condition.

It will have cost implications. ICF

utlsign coaches are fitted' with

tread brake '!nlii<.e Li1£ coaches

which are fitt~d with disc brake. In ,

tread br~ked cbaches it is clearly

visible from outside that whether ., I

brake is' applied or not, hence

brake indicator is not required.\

Endurance telt should become a must on eaCh and

every OVs and Brake Cylinders before fittll'\g in the

coaches in the Workshops to filter out components

liKely to fail prematurely.

As per specification (Para 7.2 of

Spec C-K209). Manufaciures

have to perfonn Endurance test onII the 100% DV fOr 5000 C~c.;lesI

I However, Zonal Rlys o"~<l~' atso I

!carry out endurance test on their

own.

Staff may be educated :> stop removing retease Instruction can be

chokes instead of doing proper repair/troubleshooting. railways. •. Ii ~I FulflHigh d!:::~ctcr wheel eete ontv ~hc~!d be use:! !:1, !:;:;!;-~~t;:n :.~rl ~:: :~c\,;s;:: tc lI SLR, GS coa~$ which are heavily overloaded. ! railways. I

. I LONGTER~M~SrT~RA~TAE~G~Y~:'=-_-~-~~~~-~"~'~~-_-~~~~-~__~~~ __~ ..~-~Modification of Dirt Collector and DV ftlter taking for Regular cleaning of filter js \,

reference the design adopted in lHB coaches. required. No design change is jrequlrl;!d. !n fact, CME INR in his

issued to

10 ·257.1?~~.,.." ... ~

report on brake binding as 1i

recommended for. use of ICF!

design filtration systemin lHB.

31. Adopting Electro Pneumatic Brake System is the long EP Assist brake system can be

tenT' ",~·A!on. ~h!:"altern::ttive. RDSa has aiready I

olaced P.O. to MIs' Knorr Bremse !for conducting trial on one lHB

rake.. J

,

251115

11

1fffi! 1ITf.!i - ~ lfflm ,~ ,~ >llff ~ ijtJG-!

~ -226Ml E~{OS22'24511O& Fa~ (CJS22j 2458500

No.MC/lHB/Brake

):DME/Coaching Raaway Board, Rail Bhawan, New DeihL

GUVI.'1'I'1mCn1 of ,lndia-Mini~lry {If Railwllr.; R~lch Desiglls & Slmuwd§ ~al'lisalion

tuekn~w. 216 Oil

010 ((522) 245Ot15 010 (0522) 2465'310

Dated: 19.03.2013

Sub: Brake Cylinder trail in GS & SlR coaches to avoid brake binding due to over loading.

, Some Railways have reported the problem of brake binding in unreserved coaches such a.s GS and SLR fitted with bogie mounted brake system. The problem was studied and observations are as under:

i. aogi~ mounted ~ake c~linders are capable of 'paying out' but 'paying in' is not possible due to single acting slack adjustor arrangement of BMBC,

II. I?ue: to overloading in GS and SlR coaches, brake blocks along with entire brake rigging moves down from center to lower [ocetion and gap between brake bloCk and wheel increases. When the coach is unlOaded! brake bloCks moves up and then the gap between brake blocks and wheels reduces.

iii. It is learnt that some railways are increa~ing piston 5troke ofexistIDg braKe cylinder:;; (which ~re designed for 32 mm piston stroke) to limit the problem of brake binding.

iv_ Brake Cylinders are destgned in such a manner that, if due ta wear or otherwise gap betweerj bffike blocks and wheats increases, the brake cytinders pays out by 0.35 mm in ' each stroke if stroke is more than 32mm. Hence, if stroke is increased beyond'32 mm, then after subsequent brake applications It will again attain a stroke of 32 mm after 'repeated brake application. This require piston stroke to be adjusted either in every trip or after few trips, depending upon extant of loading and brake application.

" 177911 Both double acting brake cylinder and 40mm workin9 piston stroke brake cylinder

can be a possible solution of brake' binding due to overloading in GS and SLR coadles, Detailed technicill note on the subject is attached as Alinex.A.

ROSO has conducted a limited trial in 1 GS +' 1 SLR coaCh of double acting brake cylinder in ECR and 40mm working piston stroke brake cyhnder in WR. Results of t~e t~a!5 are encouraging. In order to gain sufficient feedbaCk before gOing for regular adoption, It rs necessary to do trial in more number of coaches say 3 rakes.

Since normaBy rake of 24 roaches consists of e GS and 2 SlRcoachesj hence, trial in total 124 GS coaches and 6 SlR coaches of both types of Brake Cylinders (i.e,

double acting and 40mm working (:Mston stroke) may be done.

RaLIway Board is requested to issue necessary instruction in this r~d.

OA:AsaboV8, , . -~l~ (~~!J ,~/-~

~<l SfflT ~<l~I4'l'(~·~

OfC-· , . .' :, ' \ '

•

TECHNICAl NOTE ON BRAKE BINDING IN GS AND SlR COACHESDUE TO OVER LOADING

1. Background

At present ICF type main line conventional coaches have been proy,ided with 203mm singie acting Bogie Mounted Brake Cylinder. Railways have reported that thepiston stroke of 203 mm size BMBC on ICF coaches gets reduced up to 20 mmfrom the pre-set vafue of 32 mm in every trip. This necessitates manualreadjustment of piston stroke in each trip by the maintenance staff. Sometimes,frequent brake binding on GS and SLR coaches is also reported on this account.

The problem was studied in detail and it was observed that due to overloading inGS & SLR. Coaches, the brake blocks along with entire brake rigging movesdownward from its initial position in tare condition. For this reason, 1he gapbetween wheel and brake blocks gets increased to apprO)(. 8mm from pre-setvaiue of 5mm. This gap is compensated by inbuilt slack adjuster by paying out ofO.35mm in each brake application and release as the piston stroke exceedsbeyond 32mm. The paying out of piston ~od .is continues unfil untess the pistonstroke is reached to 32mm and the gap betw-een wheels and brake blocks ismaintained to pre-set value of 5mm. Where ever the ccecn (GS & SLR) getsempty. the over load is removed and the brake blocks along with entire brakerigging moves upwards. Since at this location wheel 'diameter is more, the gap'between the wheel and brake blocks gels reduced from pre-set value of 5mm toapprox 2.5mm. There Is no way the brake blocks can retract back they startrubbing the wheel and continue to grip it physically and sometime brake bindingtakes place due 10 change in position of brake blocks (Study Sketch attachedas Annexure"). Resulting of which, effective piston stroke gets changed to20mm from 32mi'll and necessitates manual readjustment in each trip by themaintenance staff.

This problem is limited to GS & SLR coaches wherein significant variation, incrown clearance in tare to gross conditions is observed. The reason can ,Deattributed to single acting slack adiuster mechanism in existi~g BMBC whichallows the piston rod to pay-out only in lOaded condition and thIS IS not allowed, togo back due to absence of pay-in mechanism when ~he coac~ becon:'es empry.To overcome this problem ROSO has tried out vanous options which are as

under:

i)Ii}

Development of Double Acting Bogie Mounted B~ke ~ylinderField Trial with Existing BMBC having 40mm working piston stroke

" 1119112. Development Of Double Acting BMBC

Vide this office letter no. MC/APB/BMBC dated 14.01.2009 & 15.02.2010(S.No.1555 & 1819), air brake manufacturers were requested to de~elDp 203mmDouble ACting Bogie Mounted Brake Cylinder. MIs Knorr Bremse VIde letter No.RAILIRDSO/8BC/AA dated 01.02.10 (5.No.1810) had informed that they have

Page I ofo

• "t,

successfully developed 203mm Double acting BMBC. MIs Stone India had alsosubmitted the drawing of 203mm Double acting BMBC which was cleared forprototype development vide this Office tetter NO.MC/APB/BMBC dated 18.6.201 Q(S.No.1857).

After various inspections and testing at firm premises and fitment trial at NewDelhi coaching Depot, the prototype developed' by Mis Knorr Bremse wasconsidered for field trial on 1 GS & 1 SLR coaches to see the behavior in actualtrial as the piston stroke of prototype was found very close to specified value(32mm) of existing BMBC (S.No.1921 & N.P.1 of Proceeding 1917 - 2045).Vide this office letter NO.MC/APBIBMBC dated 26.11 .2010 {S.No.1959), EastCentral Railway was advised to conduct field trial on 8 numbers 203mm Doubleacting BMBC on 1 GS & 1 SLR Coaches running in train No. 5211UP/52'f2DN(Darbhanga-Amritsar Jansadharan Exp). Mls Knorr Bremse had provided free ofcost 8 Nos. 203mm doubJe acting BMBC for the trial which was successfullyfrtted on 1 GS & 1 SLR Coach of nominated train on 04.02.11 vide their letterNo. RAJUB" BrakeCylinder/AA dated 05.02.2011 {S.No.2010). Vide this officeletter No. MC/APB/BMBC dated 13.6.11 (S.No.2059), triaJ scheme No.RDS0/20111TS-12 was issued. Subsequently, MIs Knorr Bremse vide ietterNo.KB/8BC/AA dated 15.qS.11 had requested to amend the piston strokevalue from range of 32 - 35mm to 32 - 44mm in Proforma" of above trialscheme (S.No.2069). The same was pennitted vide this office letterNO.MC/APB/SMBC dated 20.7.2011 (S.No.2068). The following joint inspectionswere carried out bV the ECR, Mis Knorr Bremse and RDSO representatives asper trial scheme:

• 1st

Joinlinspection on 12.08.2011 (S.No.2084) 11191 S• 2nd Joint inspedion on 02.12.2011 (S.No.2169)• 3m Joint inspection on 24I2S.08.2012(S.No~tsl}

The observations taken during above joint inspections are as under:

1I'

1£ Brake Gap Between Brake Block & 'Mleel Pisto~ ~ke of the Brak~ cylinde'lCylinder (Specified Value 5 to 6 mm) ._ _ (Specift~_~~32 ~44 ~. _ .. _tv

0 No. I" Joint 2M Joint 7 Joint r Jomt 2 JOintn JOintoInsp. Insp. Ins.. _ ~~_ Insp. tnsD.- /-=-._.6 T '5 34 40 35 ,Proto 1

00 Proto 2 6 7 5 41 38 35C) Proto 3 7 6 5 42 38 37

Proto 4 15 6 5 42

38 --!=lProto 5 7 6 6 37 35 ; 36

I~Proto 6 6 6 6 38~~~ - ->-~ .---j_.-

.Proto 7 __~ . 7 6 38--~-.- ~.- ----Proto 8 6 6 6 38 34

It can be seen from the above that gap between wheel and brake block wasobserved as 15mm against specjfied value Of 5 to 6mm in Brake CylinderNo. 4 in GS coach. The clarification was sought from the firm vide this office

Page 2 of6

letter No.MC/APB/BMBC dated 05.09.2011 (S.No.2091). Mis Knorr Bremse videtetter No.KB/BMBC8fAG dated 26.09.2011 submitted the clarification in this

·regards. However. such problems did not noticed in subsequent joint inspections.The piston stroke at cross head is varying from 34 - 42mm which is found withinspecified limit. It ;s imperative to mention here that actual piston stoke inDouble acting BMBC is 10mm more than the value observed at Cross headl

tJlat might be due to double acting slack adjustment mechani$lJl. The samehas been recorded in 2nd joint inspection report (copy placed at S.No.216912). Noother defects i.e. damage to brake cylinder, leakage and brake binding wereobserved during the jOint inspections.

Vide this office letter Na,MC/APB/8MBC dated 28.09.11, Mis Knorr Bremse wasasked to submit the system function test results and' endurance test results ofproposed Double acting BMBC. The information provided by the firm vide letterNo. KB/BMBC8IAG dated 04.01.2013 is as under:

s. Parameters Double Acting Existing BMBC .No. BMBC (Actual) (Design Data)

1. Piston Area 324.29 em"' 324.29 em"2. Efficiency Actual 0.93. ·Brakeforce at Be·presSure 0.7 kgfcmz §6.kgt 204.3 Kgf4. Brake force at Be pressure 1.2 kglc·m2 234 Kgf 350.23 Kgf5. Brake force at Be pressure 1.6 kg/cm2 J6ffKgf 467.9 Kgf )

f6Brake rorce at 8C pressure 3.8 kg/em",

-1100 Kgf 1109 Kgf

Stroke 32mm. 7. Brake force at BCpressure 3.8· kglcm~09O Kgf -I Stroke 45mm ' • ,.,.., n , nI ... It•Yl.""

It can be seen from the above that the actuat brake force in Double acting brakecylinder is varying and found less at lower BC pressure in comparison to designdata of existing BMBC (Actual Brake Force is not recorded) that might be dueto double acting mechanism. This may leads to reduced brake power inPartial and Service Brake application. Howevert the brake fOrce at max. Bepressure i.e. J..SKg/cm2 is almost same as in existing Be and this will notaffect the Emergency Braking Distance by more than 1.5% (Calculation atS.No.2140).

Railway Board vide letter No.89JM(C)1137J16 dated 20.7.2012 (S.No.2298) hasinstructed ROSa to conclude the trial being carried out in EeR of 203mm Doubleacting BMBC. Vide letter No.MC/APB/BMBC dated 27.07.12 ECR was asked to .submit the performance report. East Central Railway vide tetter No. Ml277f?/BG-IPt-IV) has submitted the performance report of 203mm Double Acting BMBC. Asper performance report no brake bindings have been noticed with 203mm Doubleacting BMBC during the trial in the GS & SlR coaches as the coaches has

Page S of e

. ~

earned more than 390000 Km. The variation in piston stroke at cross head wasrecorded in the range of 34 - 44 mm which was within permitted range of 32 - 44mm for Double acting brake cylinder under trial.

3. Field Trial of existing BMBC having 40mm WOfking Piston Stroke in GS andSLRCoach

CME Western Railway vide their leiter No. i~er No. M442110/2 dated12.08.2011 (S.No.2111) informed that they have solved the problem of brakebinding mainly confined to GS and SlR coaches of long distance popular trains.They stated that this problem was mainly due to overloading of these coachesand by changing the p;stoo stroke form 32mm to 38mm in extstjng brake cylinderthe situation of prake binding can be avoided to large extent. The subject matterwas thoroughly examined by the ROSO. It was observed that WR manuallyincreased the working piston stroke to 38 mm against 32mm in trip examination.Such local adjustment temporarily delayed the problem because the BrakeCylinder payout only O.35mm in each applicatioo and release. However, manualreadjustment of piston stroke will actually be required after 3 to 4 trip instead ofeach trip.

Vide this office letter NO.MC/APB/BMBC dated 30.09.11 (S.No.2112), WestemRailway was' advised to conduct the trial with brake cylinders used in EMUcoaches which is having 40mm piston stroke (Drawing No. SK-81057 Aft.9 item2). By this modification, the gap between wheel and brake blocks wilt beincreased to appro): 7mm against 5mm and piston stroke wiU remain constant at28mm after 6 to 9 trip. Vide this office letter No. MC/AP8/BMBC dated 16.02.2012(S.No.2212) Westem Railway was also requested to conduct trial with 203mm0.94P.le .acting BMBC developed by Mis Stone..!nd_~-:"'~ti:t·~i}(nJo.::.¢r.np~rati ••••estudy with existing BMBC having 40mm piston stroke. .

Vide this office letter NO.MC/AP6/BMBC dated 31.10.2011 (S.No.2154) Centra!Railway, Eastern Railway, Northern Railway and Western Railway were advisedto conduct trial on one SLR and two GS coaches with brake cylinders having40mm piston stroke and ma~scheme 00. RDS0J2011/CGfT5-20 was issued.Remiriders were also sent vide this office letter No. MC/APBIBMBC dated13.12.2011,07.03.2012, 12.04.2012.

.' 177920Vide this office letter no. MC/APB/BMBC dated 27.07.2012 (S.No.2273) all zonalrailways were requested to conduct the trial of BMBC having 40 mm stroke toROSO drawing no. SK-81057 item 2 used in EMUsJDMUs coaches on GS andSLR coaches. Reminder sent vide this office letter NO.MC/APBfBMBC dated14/17.12.2012. .

Page 4 of6

4.

WR railways vide letter NO.M.540151125 dated 27.03.2012 have submitted trial report of trial conducted on one SLR and two GS coaches (copy placed at S.No.2243). As per trial report, piston stroke on EMU brake cylinder was reducea upto 28 mm from 40rnm after 8 ro 9 trip and remains constant in between 25 ~2a mm and will not require manual resetting in each trip. No brake binding has beef! reported by Westem Railway with this trial.

The trial reports of other Railways yet not received.

The comparative study of piston stroke and gap between,wheel and brake blocks under various scenarios is given below: ~

- ._ ... . _ .. _ .. _- ...!#'". " .;:

f Existing _.

BMOC'-"-BMBC- (40mm I S. Scenario Double No. BMBC . acting , t40mm stroke) initially I

(32mm BMBC stroke) adjusted to t

stroke) 32mmstroke I 1. Under tare condition of coach I

Gap between Wheel & BB Smm 5-6mm 7mm Smm Piston Stroke at cross head 32mm *32-44mm 40mm 32mm

12 As coach gets overloaded (upto max. crown clearance 47±3mm) I

Gap between Wheel & SS ._-_. --

8mrn 5-Smm 10mm 8mm (approx) I (approx} (approx)

Piston Stroke at cross head 44mm *32-44mm 52mm 44mm .... "--13. I After 34 brake application and relea ...

, Gap between Wheel & BS 5mm · 5-6mm ! 7mm 7mm (approx) I (approx) i (approx}

4S I Piston Stroke at cross head 32mm *32-44mm 40mm , ! 4. When coach empties out

I Gap between Wheel & BS 2mm #2mm 4mm 4mm (approx) rl ! (approx) (approx) (approx) I

Piston Stroke at cross head 20mm +32-44mm -28mm 28mm (approx)

I (approx) (approx)

... Actual Piston stroke in Brake cylinder WJII be 10 mm more than the spe(:lfied value # This vJiI! be automatically adjusted to 5 - 6 mm after1~ Bk. Apptication & release

Comparison between Double acting BMBC and existing BMBC having 40 mm piston stroke

.' 177921

I

f s. _ I DeSCription Double Acting -.

Existing BMBC having -, No. 40 mm piston stroke I

11 , .. -

Only pay-out 1 Slack adjustment Pay-out and Pay-in

! both automatically automatically. Pay-in is done manual~ ,

12 Payout per stroke Pay-out is unrestricted Only pay-out O.35mm per i i.e. till it finds the stroke. I reaction force .

.. _--

Page 50f6

/

~ , .;) I Replacement of Replacement of brake For replacement of brake \ ! I brake blocks block is easy because blocks, manual resetting is

extended piston rod require through resetting

I can be pushed back latch. I

through pry bar 4 Warranty 60[48 months (As 36124 months (As per 02-

lIfupm;ed by the firm} ABR-02) 5. Cost Rs. 27050/- (as Rs. 5900/- (As per latest

advised by the firm P .0.4340021428 dated . vide letter no. 10.12.12)

, KB/BMBC8IAG dated 21.02.2013)

.. --6. Advantage a. Afmost constant gap lower cost (Almost a.

between wheel and 1J4rth of proposed BraJ(e Block. double acting brake

b. Brake Block cylinder) changing is easier. b. Simple & proven design

C . Multiple V~ndor ..

5. Conclusion

The results of pilot trial of both the options was found encouraging as no brake binding was reported ;n GS and SLR coaches by the ECR (of double ading) and WR (of Single acting BMBC having 40mm working piston stroke). However, some issues like variations in piston strokes and lower brake force at lower Be . pressure ~n Double acting BMBC in comparison to existing design needs to be examined and fine tuned by the firm.

Director/Carri'2IW'''~

'~' \ \Y,O~ ' \.~

(SantostN.<\Jn1ar Singh) JE/Carriage (E&S and Brakes)

Q~!IJ (Praveen Kumar)

AOElCarriage (E&S and Brakes)

.' 177922

Page (} of6

" ,- ..

/ '

I

." I, , f' \" ' ~

r '. I'f "'''! \l..!r~\ r It 'I, '" •• ,

'" ... "-

No MC/APB/BMBC Dated 09 05 2014

CRSE/Chg Southern RaIlway. Headquarters Office , MechanIcal Branch, Chennal

Sub Brake B,nding In GS & SLR fitted wIth Bogle Mounted Brake Cylinder (BM8C )

Ref SR 's letter No MIWS/87/BM/AIr Brake-VaLlI dated 15414

In above reference

1 In pnnclple approval IS accorded for modifying Bogle Mounted Brake Cylinders (BMBC) wIth 32 mm piston stroke to 40 mm piston stroke for tnal in 100 nos of coaches

2 Southern Railway IS further adVIsed to ensure that the modifIcation of the brake cylinders IS carned out In workshops under the supervIsIon of competent SSE and tested In front of officer no below the rank of AWM to ensure that Brake Cylinder IS SUItable modifIed to achieve working pIston stroke of 40 mm

3,

4

5

F or ease of monrtonng modified coaches should be based not more than two depots and should be fitted In the trains which are runnrng withIn Southern Railway

The tnal should be monrtored as per para 12 13, 14 & 15 of trial scheme No ROSO/2011/CGITS-20 (copy enclosed) and monthly report should be send to ROSO as per proforma A & B of tnal scheme

Southern Railway should send detaIled report along wIth repaIr procedure to ROSa for further standardization

Enel as above 1 I

I

( RaJ~~&(~(~ Olrector(E&S) & Brakes

for Director General/Carnage

1

-.

No MUAP8/BMBC Dated' 09052014

~~ lf~Cf) ~(fl 3H~ oEfi 1;.% ,

~<-<i~

Sub.: Tnal with 40'mm piston stroke BMBC cylinder In ICF deSign coaches to avoId brake binding

Some Railways have reported the problem of brake binding to unreserved coaches sllch as GS and SLR lItted wIth bogie mounted brake system, The problem was studIed and observattons are as under

B09le mounted brake cylinders are capable of 'paymg out but 'paymg tn' IS not poSSible due to Single actmg slack. adjustor arrangement of BMBC

II Due 10 overloadmg In GS and SLR coaches, brake blocks along With entIre brake ngglOg moves down frum cenler 10 lower location and gap between brake block and wheel increases When the coach IS unloaded, brake blocks moves up and then the gap between brake blocks and wheels leGUC""

III II IS learnt that some raIlways are Increasmg p,ston stroke of eXlstmg brake cylinders (which are deSigned lor 32 mm pIston stroke) to limit Ihe problem of brake binding

IV Brake Cyltndels are deSigned In such a manner that. If due to wear or otherwise gap between brake bfoc~s and wheels mcreases, the brake cyhnders pays out by 0 35 mm In each strOke " stroke IS

more than 32 mm Hence, If stroke IS increased beyond 32 mm, then after subsequent brake apphcahons II Will agam altatn a stroke of 32 mm after repeated brake application, ThiS reqUire piston <,trokfl to be adjusted either in every trip or after few tflPS depending upon extant of loadIng and blake appltcatton

WR ha'> conducted Inal With IncreaslOg pIston stroke of eXlstmg 32 mm workmg strQke brake cylinder 10 :38 /Tun and 40 10m workmg piston stroke brake cylmder as suggested by ROSO As pcr Inal report of WR. the pl!>lon s110ke of 32 mm brake cylinder get reduced 10 23 mm after 4-5 tnps whIle pIston stroke of 40 mm blake cyltn er <.loes not gel reduced below 28 mm even after 8·9 Inps As per theoretIcal calculations. there Will not be poSSIbility of brake bmdmg with 40mm brake cylinder due to above menlloned reason

.lCF I Chennal IS adVised to tum out 100 coaches (50 GS + 20 SLR + 20 GSCN + 10 AC coaches) WIth Brake Cyhn<Jers havlIIg 40 mm worklOg piston stroke (Drawing no SK-810S7 All 9 Item 2) which are belOg used m EMU and DEMU coaches II IS adVIsed that these coaches should be turnout In rake torm to SR. ER WR and ECR (25 coachp.!> eaCh) Coaches shall De based at one depot nomInated by concerned CME for ease of monttonng ICF '5 requested 10 mform ROSO and Railways well 10 advance so that proper mOflltonng of these coaches should be done

Tnal shall be conducted may conetue! lnals as per para 12, 13 14 & 15 tna! scheme 110 ROSaI20' 11CGfTS-20 and send feedback to ROSO as pef proforma A and B of tnal SChemi e to enable Rosa to slandardlze BMBC WIth 40 mm working stroke for all coaches

iJA lila' 5lh"mp nil ROS0/2011/CGITS-20

\)q -tt;· tt l ~';': ' ~hf tfft: )

'Wlr"l~ f.l;:~lrt> / {fQI~l t'~(ln - op to 1

'2 1 4

S

tL ME/CoachmgfRaliNay Board Rd,INay Board, Rail Bha<lllan (,Mf Southern RaIlway. Head Quarters Office Chenna ' . ME. E.astern Railway Fairlie Place Kolkata ('ME We~tern Railway Mumoal (' ME East Central Railway HaJlpur

f4ew DeIhl

1

,---.., -

'jllr! If/$I' 1-"1 If"!H'1

"·'C" IFl ,n'T«?:! ';lf1 'th:h 'V-1.-\

:-'P'VTI: 2~{, ,,: I

EPBX l,OS<:2J 245' .2\11 ;-ax (0522) 24'iH:.)I,

(;t/\I; fIIllll'rH ('I Intll;! ·"llIli .. ;,,, ,>1' f{,li IWll) ,

Hl'::,'.rf< t! I }"Il!n, (\: Stanu.ll,h ()lg,lili,;,tIH>!l

I "dem'" - 2:::" {II ! r I[) (OS;!::) 2450'15 OfD 10522124653'0

- --------

R1Ic,fJ 13,08.2014

~ ~ ~flI~;qI.

1, l·M ,<!(1'q. ~ fum-vfT C:~';;tf. 'j~~- 'lao 001, 10 ~ qUi mzr. ~ - 844 101.

11 ~ ~ B-<f. m-~<:; t-C"'ff 'l1rc;rr;iT, ~iJi~'f!, 2 1.7i 'Xd i'l. 'ciR:l"ffi1 ~, ~Itn - 700 001

~rurr<f-rr. :JiA""m, \3~ 7'i1 016. 3, ~~, ~ ~T\3"~, 1{ p.~ - 110 001.

4 cffuur ;:'~Q I'Tfit cf\:R, ,.l...-fi - 600 003, 12 mtlo( Tf<A ~. ~ ~,b~Ti1TG 211 001,

~ r;ieiUl /-jell -.!dq, '«'f ~. mrlJ"i";i(I61I? - 500 071 !3 0\\!'i1 ~ mtT, ~ - 302 006.

6, 'Gfu-iUf 1J.Cf X(1(l, ln1.'1 -{TTl ifMlrll i(i/ -- 100 043. 14. ~ ~ m, £6i\~1 - 580 023

15 ~ ~ ~~q, \jr(.Ji.~ - 482 001. /. q:cil<'tH >1<1'1r. ~ - 2/3 012, 16 GR'J11T ~ ~H~ ~ ·3Hx ~ '~Hfi)R1 =<t?~llJcr<""'1Cf='f"'l, fm:rf'fl1'p.

49~ 004. /l, I.!:..ifm'~ JI.t;I"'<1 ~c1{J, I-flC"flJI/tl, ~lQlt{I(~T - 781 011 ,

~ , tffit'tl"fJ TI1iT. mfirc:. "T<.!~ - 400 020.

~: Brake binding incidence on ICF c' aches over Indian Railv,ay s, "ff~:r: Minutes of ClV1E conference held on 01&02,08,2014.

The issue of inaeased number of cases of Rrak¢ binding has been repotled in eME conference held on 01 & 02 August 2014 at Chandigarh, In this regard RDSO has already done an Audit ofCoaci1ing Depots and Raihvav Workshops and slimmary ofcolllJl1on lapses on the Part of some of the Coaching Depots and \\orkshops arc enlisted here under :

CO:l(:-hing Depot

• •

•

• •

• •

Nun-availability of air dryers in compress,)!" line to SCTR/RTR, Air line tor mobile test rigs and hose pipe testing are rusty (both 10 & 00) and it leads to entering of foreign panicles in the Air Brake system, The pressure gauges for the mobile test rig are not calibrated and being u:,ed for several years. Auxiliary reservoir t)f coaches are not being drained periodically Piston strokes of Brake Cylinders and clearances bet\\cen brake blocks are not being maintained rc!.!;ularly, Hose pipes are not being checked at I I) Kg.lcm2 air pressure before iitment in IOH The tested DY's which come fi'olll workshops are not ba\ ing closure plugs on the opt:n ports (like inlet. outlet and exhaust)

• I mproper storage of rubber items instead l)f specified storage conditions • No clean & dedicated storage place for \varranty failed items They are I! ing on

ground-uncovered resulting into dust, dirt, rain \",'ater ingress,

RaHway Workshop

• NOI1-a\ailability of air dryers in air compr ssor line to D\' te ting Room ,

• No clean/dedicated storage area for all ne\'v & old a 'semblies/parts and they are being stored in uncontrolled environment resulting in dirt and moislUre ingress,

• No dust tl-ee area for (werhauling/assembly of brake equipments other then DV • No practice tu seal all the open POlts like inlet. outlet and exhaust ports of overhauled

DV and other brake control equipments • Improper storage of rubber item~ instead of specified storage condition • FIFO (f-'irst in First out) system for rubber parts is not being follm,ved . • Unavailability of recommended grease tl.1r Brake Cylinders and Distributor Valve.

"

,-....,

• Unavailability of recommended torque wrench as per OEM/Camtech maintenance manual.

• Non-cleaning of metallic pipes as \!.-ell a sllrtace treatml.:nt are not being done • No phosphatinglwa "ing tacilitics available tor DVs, • Periodicai cleaning/draining of reservoirs in test rigs is not being done. • Periodical calibration of Test Rigs is not being done • Distributor Valves are not being dismantled in the recommended sequence and the

parts are nol being kept in proper storage, • No records are being maintained U11 various problems lIoticed and the corrective

actions initiated to erve as a data bank for futun:~ guidance

Therefore, in order to eliminate the occurrence of brake binding cases, the following may please be ensured by Railways:

A. Instructions to Coaching Depot

..,

.;.

~

. ).

.f

:; 6 . 7

8

lJ.

10.

II, 12.

13 .

14.

Air dryer ,-,vith water & moister trap in air lines for SCTR/RTR should be en 'ured in all Depots Air Dryer fitted to Compressors in Pit lines are to be maintained and checked for proper working on monthly basis Compressor Reservoirs in Maintenance line should be drained l11onthly , Pre sure Gauges of RTR & SCTR are to be calibrated at regular interval and all chokes provided in test rigs should be checked monthly Auxiliary Reservoirs of coaches should be drained monthly, Dirt collectors of coaches should be cleaned quarterly Piston strokes of Brake Cylinders (32nHn) and clearances between brake blocks (5-6mm) to be maintained during round trip examination Leakaue in BP & FP in rake/coaches should not be mure than pre cribed \alue or 02

"'I kg/cm~ in one minute, Ensure no leakage in passenger Emergency alarm system of coaches No leakage in DVs during charging:, application and release be permitted on line. DV should be isolated immediately in case of leakage observed on line, DVs should llut be mishandled, thrown or dumped one over the (.,)ther. POl1s of all the ready DVs should be blocked/sealed and then DVs should be kept in poly bags/packings at coaching depot. If the release wire is tound missing anyone of the coaches coming for primary maintenance, the same should be replaced wilh tht: slanJarJ release: wire rope The Statf should be instructed to ensure that CR is reJeased before loco change and this may be audited at different levels to avoid brake binding (In.wmcliOlls jiJl" ('H

He/cu.\'/! al the liml! ()tcha"p.! otI()co (lri! (/ll'e{fl~\' CO))/{JIlu.?d iii HJ>.\() Nl!jl()rf ,vo,AfIl­Mi.'ic-XX ,),), Re\'. ().OJ. olJan 20()O)

B.lnstructions to Railwav Workshop

1, BP &. FP Hose pipes should be tested \\ith IOkg/cm2 pressure hefore fitting in the coaches at the time of POH/lOH (/1I.\/I'lICI{(}IIS Irat' 1'l!llem/t'd \'hll:' {hi,) (lfin' 1t'lIc!' of I! I 'ell No, dUle£! /8,Y.l()09)

:1 LO\", pressllre (2 Kg/em1) air jet facility to cJean debris on the air brake equipment.s & pipes should be available.

3, Cut off angle cock should he overhauled in the coaches at the lime of POH (/mll'JlCliol1s lIrt! ~ 'OIi/(tIllt!" ill j)lIn( ..J()8a f?/( :·IA-f71TJI Ahlllliti/) ,

-+ Only the specified Grease shall be u!:.ed for DV overhauling. :; Proper alignment of Bogie 1\:lounted Brake Cylinders on Bogie frames shall be

ensured.

,------

6

7

8,

9 ,

10

J I

12 13

,-+

15 16

17. 18,

C.

1.

All Pressure gauge to be got checked and cal ibrated periodically and record to be maintained at Raih.\ay workshops, All chokes provided in test rigs should be checked periodically and rigs to be calibrated. Installation of air dryer \\'ith water & moister trap ill air lines for DY testing rig and SCTR in all Railway workshops. Compressor Reservoirs in lVlaintenance line should be drained" so as to ensure dried air in line as per instruction no, MP-1\.11.18, The rubber parts should be stored as per recommended storage conditions in AC rooms,

FIFO (first in first out) system should be applied for lise of rubber parts. DV repair, assembly and testing room/section has to be made dust proof Availabil it ~J of sutljcient number of tools/special tools/torque wrench as recommended ill OEMICamtech manual. D\ ' cleaning and dismantling area has to be separated from the final assembly and testing Phosphating/waxing for DV should be done. Ports of all the ready DVs shou ld be blocked/sealed then these DVs should be kepl in poly bags/packing at Railway Workshops. DVs should not be mishandled, thrown or dumped aile O\ 'er the otheJ All new D\'s supplied by firms should be checked 100° <> in \vorksllL ps

Instructions to DriveJ"S

Drivers may be advised to desist fi'om ul1v"anted interference ' .. ilh A-9 Valve setting once the Po\\:er is attached and Air Pressure given through Drivers shall not bypass the application of Air Dryer during attachment of Engine to a\'oid purging process under the pretext of minimizing delay

I). Training

Regular training of staff should be organized to identify D\· defects like releast: chuke defect, atmospheric Port leak and ditference between brake rt:lease and CR RcI~'lse . TXR and other running stafr may he 'educated on importance of air pressure release during engine change-over and reversal of engine at turn-round point to avoid brake binding.

Staff may be educated to stop removing release chokes c r DV instead of doing proper repair/troubleshooting

m~Tn ~rF:H~f,

Q,r4CFJRt f~·~ ~ ~·~If.:l~Rll /~, ~ <i~, ~ ~-:;ft . 11 0 001

I

Check List to avoid Brake Binding

LS~arameters to be checked -- -=r' OkfNot Ok/Remarks 1. Ali equipment and subassembt!es of air brake

'j' system are properly posltl0ned on each coach . of the rake

3. All worn out brake blocks are changed

I Periodlclty-

t 4. All the brake figg\l'\g pins should be intact and of I correct size

5. Hose couplings for brake pipe on consecutive ~aches are coupled to one another

Hose coupling for f;-e-e-:7d-:-pt-:-pe--o-n-co-n-s-e-c--ut::--IV-e--+---6, coaches are coupled to one another

7=:-- ---:AII cut off angle COCKS are kept open except

8 those at tM rear end of the train Brake pipe and feed pipe hose coupling at the rear end of the train are placed on their

RPIIllJ Irip Nute:

1. AlKii! nil .11<\lIthl ~ respective hose pipe coupling supports r :---- --;-- \-c -is \-., I 9. Isolating cock of distributor valves of all the l'!lO(L&W I

10 coaches are in open osition ___ ____ 2 AuJit <In quarl"rh Isolating cocks plaCed before the auxiliary ---r I . M~is ~ D~ reservoir, brake cylinders and the passenger I ~ \:MF\~~W) Sf.

emergency alarm valve are in t--' UML open pOSition Pressure gauges for brake pipe and feedpipe 11 . are ro

1----12::-. ~---:N--:-o~1 e-'a vlded in brake van kage fi-om the auxiliary reservoir , brake r, control reservoir, and dirt collector brake cylinder stroke and clearances

betwee n brake biock and wheel 14 Condu ct r~ke test as per coaching manual

~ . ~;~':.: 15. Release hra""~ and ~e that all the bla~e

I ' cylinde ~stons are fully Inside s emergency brake valve prOVided in 16. Guard'

brake va 17 - Visual

n is worklng properly inspection of the rakel coach IS carried cheCK any damage on the brake or feed out to

pipe ho suspen anti-pil

se coupling or hanging hose pIpe; the sion brackets of air brake equipment and ferage deVIce provided on the nenls are also checked for any defects •. ,--:-::----=c::--o~

18. The At f Brake sub-assemblies of coaches are d thoroughly from outside. The moving cleane

parts s s stem

uch as slack adjuster and brake rigging are greased

19 Leal<ag e test IS done for brake pipe, feed pipe and its connecting pipes

I 20. Service Application and Release test of the rake ~ ___ IS performed to ensure full brake power

1

21 The Manual Brake Release test is carried out on every coach of the rake, to ensure proper functioning of the release lever, fitted below the

I dIstributor valve 22. ~cro Switch Test is performed to ensure that

\

the Cam operated Micro SWltcn prOVIded on end I wall near Passenger Emergency Alarm Signa! Device for the audio--visual indication, functions I properly

23. The guard van valve test is earned out on a coach to ensure functioning of the guard van

- ------

valve dUring every alternat_e_'A_ ' s_c_h_ed_ U_I_e ___ ----'--____ _

Monthly N,)lc I i\uJlt ,'II monthlY

ha,b, hv J CJ)(){l&\\ I

I 2 Audit on quartcriy ru~is Ll\ J),.

I

LMFi ·&Wl:-'r IlMF.

1 __ _

24. The passenger emergency alarm valve and device test is carried out on a coach to ensure that the passenger emergency 31arm valve (PEAV) and passenger emergenq alarm signal

I--<:..,,-_-=d:.,:e_v...;ic __ e-,PEASD) work properly In conjunction. 25. Thorough inspection and repairs of brake gear Tn-monthly

i--.,..-_-=c,c..0"",m ponents Nntc.

-I

1

26. The alarm chain puB test to -e-n-su- r-e- p- r-o-p-e-r-- -+-- ---- - ------4 [ "ttJil

working of passenger emergency alarm system CI)()(C&W, I for partial application of b kes 2 ,\",Ji! 011 naif ~e:.rl~

I . ra ~~~~~I C& ~~\ Sr. D\.

[}MF

27. Thorough 'checks of slack adjusters for any damage and malfunctioning and subsequent

I--<:-=-_-:replacement 28. Testing of pressure gauges and replacement of

the defective or inaccurate gauge (for SLRI Guard compartm~tL._. _________ ....J... ___ _

Haif Yearly AuJit tin hnlt' y"arl~' ""sis b, D\'. I eM",e,,,',',, , ilME,

"lffi[f mm ,~ t.r $.!Wi .• ~ . .,fu .

3?f1!iR '~f"lW{ om lfFf-fi ~

iiV~jj~ .~ 22M)!l

GoycmmCnl of India-Ministry of Railways Research Designs; & Standards OrsanisaHon

Lucknow . 226011 EP8X (G52Z)2451200 fax' (0522)245S500

DID (0522) 2450115 DID (0522) 24135310

NO.MC/APB/BMBC .

B gig f4 "tICf) (mfa"q;) ,.. . . 1. l1&f~ ~~~, ~-r- 400 001. 2. ~ ~,~~, <t»(i1<$RlI - 700 001.

3. ~~.~~. ~~-110001. 4. ~~, ~ m.r, :W - 600 003.

5. Gfaiur ~ ~, ~~, ~<$"G'II<lI~ - 500 071.

6. ~ '¥ ~ ~~. Cf))clCbldl - 700 043.

7. ~~, ~;- 273 012.

8~ ~~~.~: ~- 781011.

9. ~~~. ~-400020. 10. T'T l=j'OI:J ~, ~ - 844 101. 11. ~ ~~, ~:~~, ~ <$lo:t<'ICffi, ",,:;:sdl'{§l~:.i~I.~, ~ - 751 016.

12. I3C'ffi" 1'fCl1 .~ ~.~ .i"JC'1I!5Iii1IG - 211 001 . .

13. ~ ~ ~,~~;:!~ - 302 006.

14. ~ ~ ~,~ - 580 023.

' 15. ~ 'Fj&f ~ \Jj~~~ - 482001.

16. c:fuuT wt +lb1l ~:<~~ ~ =CbI'"-Ji<'l,+,Cffl=, f.lc;rr~ - 495 004.

17. «>r ~ CbI'1liS"1l. <;tl:g'1~(ij1. .

18. . ~ «>r ~:. qjl~''eI<'JI.W I

19. 3J~ tct ~ CbI>:I'{SI~f, ~ i

Sub: Use ofoouble acting BMBC in GS &SLR coaches.

Dated: 16.06.2016

Ref.: Para 5.13 of minutes of CME conference held on 22 & 23.04.2016.

During CME conference held on 22& 23.04.2016, the problem of for brake binding was deliberated as majQf reasons for punctuality loss cases on C&W account In this regard a pilot trial has been dQne in ECR in association with ROSa with double acting BMBC on GS & SLR coaches;and the performance of same was confirmed satisfactory by the Railway

~. -~-- ·and also Double Acting ·BMBC is a technically superior solution which is capable to provide both payout as weU as pay in and successfully working in wagons and RDSO specification for the same has also been developed by Carriage Directorate (Spec. NO.RDSO/2014/CG-11 issued in January;' 2015).

. , , Accordingly, in the CME Conference, it has been decided to use doubfe'~acting BMBC in GS & SLR coaches .wfth immediate effect.

Therefore, PUs & Railways are requested to implement fitment of double acting

BMBC in GS & SLRcoaches with immediate effect. A ' DA: Nil. ~}b'06 ,lb

( Indrajit Singh) Executive Director (Stds.)/Carriage

Copy to: EDME~CO~Ching). Railway Board, Rail Bhawan, New Delhi. <0 l V

N.qp~

v-EiS/QA(Mech.), RDSO, Lucknow - to develop sources for the same:

'lruI ~ - 't1 <i:i!I<:'F4

~ ~ JfIT ~ {j:;;:.., ,~

;'l~1.j, - 226011

EPBX (OS22) 2451200 Fax (0522) 2458500

Government of Ind ia-Miuistty ofRatrways

Research Dc~igns & Standards Organisation

Lucknow - 226 011

DID (0522) 2450115 DID (0522) 2465310

NO.MC/APB Dated: 10.11.2016

~~(-mm) 1. ~~, cr.fClTIl ftrcrMi cfit.:n:r, ~~- 400 001 12, ~ l1cll~. ~ m, ~CiIt:I'lIG - 211 001 .

13. ~ ~ ~, ~ - 302 006. 2. ~ ~,~~. Cfl'ICiCl?IC1 1 - 700 00 1

3. ~~, ~m"ff. ~ ~ - 11000 1 14 ~ qfur:r~, S~ - 580 023 4. ~fe1uT~, r:rrcli'?J\Fj, ~ - 600 003, 15. qitcP=! '1W ~01iT, \J1~ - 482 001,

5. 'c:i8uT ~ tc;m, ta f.'[(;n<:r=r, F\9Cfh:; "!!dlc;'-500 071 16 c;i$ur 'fl' '1U! tC1ir. 3fR t ~' ",'i I ~ CRi.

6. ~fe1UT ~ tc;fq-, ~ 'frq, cfilc1C1iIC11 --:- 700 041 rn Ci I+1 j'i - 495 004.

7. ~~, TI~ - ~2 7_3 012

8. ~ -m-+rRf~, "I1c1I'IICl, :r~ - 781 011

. 9. ~~,~, ~ - 400 020.

17, ~ tc;m. q;I C'lCl?IC11 - 700 00 1,

18. tc;r CflTq ~. ~, Cfl~~ - 144 602.

19, ~;:cll'I'(('1 ~ ~, ~ - 600 03B .

10. ~ l"fUl ~, ~ - 844 101. " " f p.,.~-~-~ 20 <h1CflUf ~ Clil4 'i\!I'i 'c1 ,,<p ,'-m c: 0<1I'fl '(1 , ""IIJ'

11. ~ ~ ~, ~ ~ ~, tc>fq CilT~Cf(=f. il~~il'!iHg'<I, 'j~. ~f - 751 016,

~, ;:nft :Ffif - 400 614.

Sub: Brake binding incidences or,ICF coaches over Indian Railways. Ref.: i. 15th CMG meeting hald at Dalhousie on 20th & 21 st Jl1ne, 2016.

ii. Meeting held at RDSO, Lucknow on 06.10.2016 regarding role of Distributor Valve in Brake Binding of IR Coaches.

With subject tt) abolle, a meeting with all the existing suppliers of Distributr)f Valve was called in ROSa for discussing the role of DV in the brake binding cases. Arising outin~ disGussil)n, the following is to be implemented in Railway:; to reduce the brake binding case:;:-

I. Brake binding may arise due to leakage in brake pipe, poor quality of the compressed air and due

II.

III.

to poor maintenance of the DVs which must be taken carp.. In this regard 3 detai!ed instruction has already been issued to Raiiways vide RDSO letter NO.Me/APB dated 13.08.2014 (copy enclosed).

Further, to avoid problem of brake binding in t:'e train, while change of the locomotives, provision of overcharging facility should be made in the locomotives. Drivers may also be suitab:y instruct&d tJ use J'Vercharging in the Icco change! reversal cases. As pointed out by CRSE/NWR thc:t r,early 45% of brake binding cases occurring between 1st and 5th coaches from rear which may be due to problem of overloading as normally GS and SLR coaches are provided in the rear side and also due to relatively low brake pipe pressure. In i:his regard RDSO has already issued instructions to PUs and Zonal Railways for use of double acting BMBC cylinders for GS and SLR coaches. Further it is noted that Southern Railway has implemented use of 40mm BMBC cylinder in place of 32mm which has also significantly reduced the brake binding due to overloading. Same may also be tried by Railways till they are able to put Oouble Actin'g BMBG.

IV. If, even after various efforts taken to contain brake binding, repetitive brake binding is reported in some coaches the same may be analyzed with monitoring of brake pipe pressure by putting pressur~ transducer in that coach. For this purpose, Railways can advise few coaches to RDSO for arranging fitment of transducer. A

Ene!.: As above. :/\ C2, ·-l l-1 G (Indrajit ~ngh)

Executive Director (Stds.)/Carriage

Copy to: EDME (Coaching), Railway Board, Rail Bhawan, New Delhi.

-Tf"! '.1' ,(,I'. T.ry ~ j :'Jli'!'f.I ':th~ :,w ~ ~

;;Fif'T)) - :::~(, 0 I I

EPBX (0522)2451200 rm: (0522) 2458500

No.MC/APB/BMBC

General Manager (Mechanical),

. (;on:mmclIf of !nuia-\linistry of Railw"y~

\{<:scarch DesIgn..; 8: :)iant.!anls llrg;misatioll

Luckn'",- - 2:! i, 01 !

Oro (0522) 2450 115 DID (0522) 2465310

1. Central Railway, CSTM, Mumbai - 400 001 2. Eastern Railway, Fairly Place, Kolkata- 700 001 3. Northern Railway, Baroda House, New Delhi-l 10 001 4. South Central Railway, Secunderabad-500 071 5. South Eastern Railway, Garden Reach, Kolkata-700 043 6. North Eastern Railway, Gorakhpur-273 001 7. North East Frontier Railway, Maligaon, Guwahati- 781011 8. Western Railway, Churchgate, Mumbai-400020 9. East Central Railway, Hazipur-844 101

Date: 08.09.2017

10. East Coast Railway, Railway Complex, Bhubaneshwar- 751 023 11. North Central Railway, Allahabad-2II 001 12. North Western Railway, Jaipur-302 006 13. South Western Railway, Hubli- 580023

-14. West Central Railway, Jabalpur- 482 001 15. South East Central Railway, Bilaspur- 495004 16. Integral Coach Factory, Chennai - 600038 17. Rail Coach factory, Kapurthala- 144 602 18. B.E.M.L, Bangalore Complex, New Thippasandra, P.B. No. 5107, Bangalore-

660076. 19. Konkan Railway Corporation Limited, Corporate Office, BelapurBhawan,

Navi Mumbai-400614 20. Modern Coach factory, Raebareli- 229206

5ub: Regarding action taken by SR in case of brake binding in ICF coaches. Ref: Railway Board letter No. 2009JM(C)/l37/lVol (ii), dated 13.06.17 (Copy

enclosed).

,A. In reference to the above, Railway Board had advised the Railways to examine the initiatives taken by Southern Railway in issues of brake binding in ICF type coaches and initiate similar actions on their Railway, wherever considered feasible.

Accordingly Railways are requested to give their feedback on the suggestions and resulted in reduction of brake binding cases after its implementation, so that RDSO can issue consolidated standardized instruction for implemention across the

Railways. ~., ,

DA:Asabove ()1' ~ .17r­

(Indrajit Singh) Executive Director Standard Carriage

\ \

';{ffi'f 't'N<t>N GOVERNMENT OF INDIA

~ s1?116t4 · MINISTRY OF RAILWAYS

- ~ ~ RAILWAY BOARD)

No.2009/M(C) 1137/1 Vol (ii) New Delhi, dated 13.06.2017 ...... -

The Chief Mechanical Engineer All Indian Railways

ED/Carriage/RDSe

Sub: Brake binding in coaches

Ref: (i) CMElSR's D.O. letter No. M/CW/271JBB dated 11.5.2017

(ii) CMElSR's letter No. MlCW/271/8B Vol (U) dated 06.6.2017

CMEISR vide his !etter dated 11 .5.2017 (refr.{i» has informed that certam

actions have been taken by SR, in order to address the issue of Brake binding. Many

of these actions ~ere based on the suggestions arising out of Small Groups Activity.

CMEiSR vide his letter dated 6.6.17 (refr.(ii) has giver. -:letails uf the Small Groups

Activity, and has annexed the list . of suggestions that v:er-= accepted for ,. impiementation. As informed by CMElSR, these actions have resulted in a reduction of

32% of brake bi:1ding caSGS during 2016-17.

Brake Binding continues to be a major source of Punctuality Loss on IR.· Out

of a total of 1439 cases of Punctuality loss in 2016-17, 372 cases (Le. the mo-re than

2S%) cases were due to Brake Binding.

Therefore, other Railways are requested to examine the initiatives taken by

SR, and initiate similar actions on their Railway, wherever considered feasible.

ROSO shall also review the steps taken by SR in this regard and standardize

the same, wherever considered feasible.

The letters of SR at ref (i) & (ii) are enclosed.

Copy to: pso to MRS for the kind information of MRS PPS to AM/ME for the kind information of AM/ME

~\l' 1 ")A> 1/

(Oimpy Garg) EDME(Chg)/RB

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'. No:MiCWI271IB.RVol.IT :.:: ... :: . . .. :. ; .

· EP~(::hg ::RailWaY Boftfd. " ." :. . t

SOU~RAILWAY

", ...

• 0 " or

Headquarters Offi~ . Mechanical BrenCh, Cheunai .,6~ 003 .

. .Date:Oii.06.wi7 :

~~~Brake bjudingin IGF type~ch . . . ·R.tf:RailV-il!.Y Boaro letter no.~20091M(C)i13 7 f1 Vol (II) ': .. . _ .....

. . ~ Ol/Q6f.iC117 · · .' '.' . ' .. . . . ....

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During2(H5~16,7QoAlof the punctuality loss cases were pert<rlning to air brake . · sYs~ .~4is-:u-~n«(was ~oD,tincing in 2016-17 also. Hence,. tlrisitem (brake binding in

. ~ .

. ' 'As !1 .follow;upofthe firSt meeting, a Review meeting was ,he1d on 27.102016 and it . :: . )vas deCid~ to flmb smau. grOupS with a mei;ltor to fonnulat6 a;1d h;lebtify' 'actionabje ~illts :. ,·for unproy;..ng sYst~lDS to reduce brakebin~g,A.\<x;'rdingly5groups each with 4 t0 5

.'. : - s.l1Pe.rvisors headed by a Sc.riior SC81e bfficer as mentor w<\S .fonned on, 0l.ll.20 16. .

'" ..... Group - I - For POR of air brake equipment . Group - IT - For pit line activities during Primary M3intenance

.. Group - ill - For Sickline / lOR activities. ': ' C-r~~:p .; IV·" Fo(A..f brake on LocO !Uld platforril ~ctiVities

' .' ;9!otip~ :y~ Fc)rpv: d~f~t ~lJsis. . . " . ' .. . ",

. ~ .. .... . ... . . .

" ' Th~ : gro\iP~"'f~eadvisfd to ' stUdy the existm.gpiaCtiCes~Po~sible : impro~imt~~, ~tig reqliir6riienis,inai~:de:ficiendeS, etc ~ '~bmit reJ>Oils.:': '.' " ..

. ' . . . .

The 'group '.ais6 ' attended ase~§i6:non ".StatiStical Tooisfor '.pr6:b1epl Ah~ysis~at . . DTTClOOCf6r triaiilingtbe members on Sfunsti~Malysi$ of th~probl~ms . . ' . .

Based on the reports sUbmitted by the grows, a presentation was organised ~t :~q, which was chaired by CME in the presence of .Dr. Venkatesh BalasubrartJanian. Pro[~ssor lIlT /Madras~ ~e Professoreva!uated the presentation~ and suggested 'cert~inlrilprovefuciuts for finalising the findings .

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;\ .. : .. ~' '' . '~:<~~ '-.:~. , ~.; ~ ... ::.,: : :.~~~·,~.H3·,:L:·,::, ' . :::. '. ; .. ~'i"~ ' ;: . • -::.,:.:J .. ' .-' ...... ':.' _ . . ," . .. " ' . '-

. The , r~pdrts ·~~ciie~tiriiz¢ ~~d : the ; actionable . POintswlrlch 'canbe readily ilnplemeIlte.dbY worksllopS:<~d °6$achlrigdepots With target dates V\Tere advised (copies

;~lr~~'~Jii~~~~t~:i! ~hl~~~~:i!::~~~~~: figuresimincidence:of·brake bin~gare giv~Il below .

..

0.38

(April - May) .

" ·.': ·, " Ji9\y:eyer,~h~te ;isne~io~',conStarit .~gil:tosustaina!ldto ' ~ake tontinual improvement

kdfuerreviewis being'planned to take the initia~~eforWarcL .

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S. No.

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T ASKFQRCEINSTRUCTIONS - DIVISIONS

Observations of Task Force Teams

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"'s. No.

Observations of Task Force Teams Directions from HQ for . implementation with immediate

effect 1 0 For-easy identification of AC arch link Yellow paint identification of AC

(412 mm) from the group of non-AC fink brake link to distinguish from Nor.­(405 mm) .;,. ' yellow paint identification AC should be done while stocking

. can be <:ione as done In CBE depot .'. the . material in depots to prevent . '. . .. ' :: .. ...... .. .• ' ,. . tnter~miXing. . . . . . .

11 Fuslr)f)JBuming Of nYlontilterelements of Oivisions should Organize ' periOdical .. .. ,dict CQJ~tor ·and .hyl()riwasher of fiexible traiiiirigforweiders ' to educate :the . :116se$ :' Was . ,iiOticed .dueto welding c6rre'ct wr:1dingpractiees . . . . .,.yog;ing ~. without . ,.proper . 'e,at1hing and non~lJ~e of correct size crocOqile type

. . ' p.fectrodes.· 12 ·· Dirtc'olledor:could not be opened from

. . top due to w.afrt of SpCiCG with the trough floor " .. ,

A special drive should be conduct~d . to . all base coa~es to identify dirf colfectors touching'the troug:-t;floOrs.

~~~~~~~~~~~~~~~~-4~T~h~js~s~· ~~07U~ld~b7.e~r~e~dffi=·~·€d~d~u~n~ng~·~IO~·H~.~~ _______ ____ 13 . Releasing >of air fromAR should be The vital aCtivity of release of air

meti~u-'ously followeQafter placement of from AR should be recorded in RS rakE?~tin ,pitHne for primary maint~n8nca register by the . duty supervisor as: d4~flgthis activity (a) moisture from ,'ii:tdicaungany symptom of defective AR i$ ,v¢rited<;iu.tClfld (b) nO airrroinAR NRV noticed. tank is the 'symptom cifdefedive NRV . .

14 ' To pte vent ' twisti~. 6,f .flexible . rubber (a) Duriog traifl examination it should . hos~s,' 'the '·sWivel .· hUt end shotild ·'be . . be '. ensured that . theflexibJehoses :eonAectea only 'after ;c6nriecting with t:ie corin~tjrig ;Praie cyUnd~r system are

. . ( 13C: .: .· . '. ' ' .. cdnneGieo Withou1:anytwisL" ' . . " (b):W~ev~cairh~Se flexible Pipe . '. lines-are ; ie~laced >at pitlines I s;Ck

fines iijla1:f~iTn$ (yarQs ;/ jTJidseGtiQns . it is the responsibility of th~ supervisor . I technician~in'-cllai'ge to ensure that the '. swivel end of the pipe . are conneCt~ only after connecting ttle

··' d 5 ';' ~.~e~~~tIY':lo~: d~efls:Wwnit~ retlon tap~' i's::' ' ~~~~;~Gi~ 1::e~~:,~ttOUld be~ tried . , ···ps~ ' fo.r a(r : :pi~' Aines i but" iliOutside~s : a ,"triarmeasure •. "f(jrthr.ead

.• : ,j.,P~~$?1;k~~it~ , ~;~!m:.t:~; P~;P~ne~f:~:~d . roeH~~r :s;:r~~n~ . .. } . ;Ip'dU~~t~!.5tfJ"l}d~rd shquld.be ~s~ I.A,Place implementation.

::';/:r'~·",~:' ~; ~5P~J~.~~ . . ~, n*e~·~AQ~(:~bett~.~e~r~~~e~a~lln~lgLo~f~: a~lr~. ~~pB~_~· Ir~n~es=.=·~· ~~· ~·~'~·~.~~~~~~77~~r-~---------'-

'., .>;)1~~ jir~~dl~~%~e1j~~~ :~~tge~r~ ·>. !~l~~1~~!~?i~~~~' » ..... .

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SingleCarTest ' . . . . •.

to "detect-defective' . NRV,' a test

t~~g' i~~~~~~u~ht:· "~ri?Jes~:~: . should· ·b€··. ~arged :fksfarid :;tesied for 'nIl pressure'indication irr FP gat,Ige.

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~~, ~~-r~~~:~" ~' ~'~~~~~~--~~~~'-----~~~--~--~~~------~--~--------I -S.Obser.vations of Task Forc'e Teams Directions from HQ for .1'Jo. implementation with immediate

18 ' Though the ,generafquafity of K~type composite brake blocks ate satisfactory, cectainq3S€sof brake block failures in the supply of Mis .. O'atilatram noticed in TPJ division. ' .' .

19 (a) Groove .(step) formation on the bulb . cotter of brake hanger pin . during service

beam ':md:flo2tinQ lever .. ' . . 20 Crown clf~afanCe$ in SLRand GS

Cl)aches to ~ maintained strictly so that excessive doWnWardinovement of bogie fram~ can '~ prevented (to be reCorded

effect It is the duty of the' rake supervisor to monitor continuously the performance & ql,lality of the ~ra!<e . blocks. Any devrationshould tie recorded in RS register for further a,!alysis by depots.

(a) Sr.DMElTVC shoLildassist cth.er diviSk)J1s in development . ofi:;iinilar .gadget .. to be 'kept in . platform depbts. '. ' {b) . Other <livisions;should put in 'tJ$ein 'majorplatf6rmSas an ~nitial

. ' " .. '. ~ :. " ' " .' ~ . ; ..

During Single Car Test, the Crown clearances ;n SLR and GS coaches to be ensured strictly and roCo{'ded

dl,lnng Single Car Test) ' .' ....... ; :' '. '.. . " . . . .. ... . . 21 ' . In-vvofkSQops 'and . open line~Prits. ; ~In" addition to ON-OFF ma~mg near

.nan"d hrake-indicationshowing 6N~OFF . the : hand ,brake wheel of SLRs, posltiorl$nouldbe :pr.ovid~ in gtl ' St:Rs .8-dditiorial . marking . below hiind below' h~l)d . brake wheel in the . lead . brakeWheel ' :n the screW housing ' sCrew. .houSifigbox.This 'will showl,IW . ~houtdb6 done . to indicate the

. ;·:,,~:;~H~~f~~1~~~.~·;~~~itiO~ . :? .: <~~; ··!~~~~r:~~~Jis~·~jn(I~~Q:. :.t~:; ~ . ·:27~;·:' ~~~~~'~f.I*:~~~9·?n~~~ ;i~\,~~t~~··. ~tt~z~~Hr~~~n ;dd:e~~~~a~~, '

'. $~_:F~s:: ;:. . . ...... . ,'.'. ... :ga{,ige~ provided in t~r rigs and in .. . . . •. ~ . " - '\:~: .. ' - , --.; '!. -' .. : ' -,; :: .... ~.: . :, ' "',:: '; .' ',,:SLR$.<' • . · - ' .. 23 :f,J~ijp[eIj0se'to. be coupletfwith:test rigs Flexible . . . hoses utiliZed ··for ·

.. , ... ·; .~J~;;j~eW~~j~1°~;~. Es~~!~~ S:;!L~n;:a; · 24 : ' Ait~':drye~ ' in ' !XJmpressors -.in yardfsickUne Availabifity and working of air dryers in

. , ;Shdu~d b'e:ingood working condition " ' . air compressors utiflzed .in coacf:ling depots is mandatory. Divisiolls shoqid , rectify .the short comingl; and coilfiim

. ' .. , . '.' 100,%worl<iC1gof ~of11pr.essorsb~f9fe ",: , ': ,'" .', .. ' " .the,targetdate ' ,: . .. ..,.'

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TASKFORCE INSTRUCTIONS - WORKSHOPS

Directions from HQ for S.No. Observations of Task Force

Te~ms implementation with immeOiate

effect 1

2

3

5

6

8

B,raking take$place in a taper; (3) During Single Car 1 est. the BMBCfitment and level movement o~ brake piston in level

. maintenance ~houfd be ensured . during pit maintemance and single

car test in depots & workshops

Overhauling of Dirt collectors and Common .Pipe 8racketsof DV is to. .be compt;JlsoriJy undertaken during POH

with the brake rigging should be checked and recorded (b) If requIred. the level of brake rigging ' should be adjusted with suitable shim at BMBCseat (e) The mounting bolts of BMBC should be tightened fully and ensured Dirt collectors and Common Pipe Brackets of .DV should .. be overhauled wiihfresh kit mandatorily during POH. Difficulties if any should be corr:munk:ated to HQ before 15.03.17

;

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New DVs are overhauled at Fitment of DVs during POH L Workshops c:fter serving five should be otanned in s~ch a way years. F:tl;i1g a four and half yEtar ,--that the date of overhauling old {}V is not · advised during should not expire during the field POH. service. __ Stainless steel Wire ropes of short Workshops shall replace existing I and long are better for use as the mild steel release wires 'to material is -user friendly for stainless steel during POH fitment and operation Availability of dowel pins in comr.1Un pipe br dck&t of DVs should be ensured

R~lease Chokes shOUld not be removed in open line as the inherent. inexhaustible feature of

. ' ,gi$duatedrelease system of air ···from Be is affedted

. 'For easy jdentifi~tion of AC arch .Ii 11k. {412 mm) if'Om the group of non:CAC.link(405 mm) - yellow 'paint identrrlCati(jn~an be done as' done inCBEdepot Fusing/SLjming of ·· nylon filter .elements of dirt collector was noticed due to welding working without proper earthing and non­use of correct size crocodile type electrodes.

Availability of dowel pins in common pipe bracket of OVs should be ensured during POH and recorded .

. Removal of release chokes from DV in open line is not permi~ed_ The avail2bility ' of the same should ~. ensured during POI t .also . Yellow PClint identification of AC brake linkfromNoncAC should be done while stocking the material in . workshops to prevent inter­mixing_ Workshops should organiz~ . one day crash course. periodically. exclusively for welders to educate the correct welding practices.

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9

ObserVations of Task Force Teams

Dirt collector could not be opened . from top .due . to want of space

with the trough floor

Directions from HQ for implementation with immediate

effect ' Workshop should inClude in their inspection check sheet regarding the availability of working space between the tOp end of dirt collector and trough floor and corrective action taken during POH .

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10 · Flexible hose ' pipess.hall ·qe All the flexible hosesJn air brake " m~?~ .. ' a? a' ·'mr,Jstchar)ge ' item'systemshould 'be ·. dismantled .

~7T·~··Td~u~O~·n~ti·~.p~O~H~.~~~~·~·~· ··· ·~·~· ·~' ~· ~.+ .. ~~~u~n~Og·· ~.~P~O~~~l~cirt~c e~d~g~n~d~f~~~ne~w~ed=···~'rl· ' r-~----.~--11 ' . ;r.oprey~nttwistirlg .. of Jlexlbl.e . • puling .POH ~~~h()Uld. ~en::>iJre9 ·· .

. '; ~%~~::·jbeS~6;~~:f~h7:ta~:~ , !~:r~·e'f~!1~o~~~~~ne~~~ .. " .. corin~rig with the Be. . cOnnected Without any' tviis( . The '

superVisor f technician~in-charge to ensure that the swivel end of the pipe are coomected only after connecting the other end with the . Be. .'

12 Pre!':!eritly low dersity whit~ Yeilow, Gas tapes, should be tried Teflon ' t~pe is uted for air pipe as atrial measure. for thread

'. HnesbUt in outside industries it is :sealing. The painted .number of . used forwC3terJjipe Ijnes~ High . trial coaches shoLiid beadvi~ed to d$n.sityyellow,Teflon tapeoft1Q .. for monitoring in the open

. .. industrial . standard soould be ' liile. .~:) l.isei:i . iriplaceof white loi-better . . ". ,. '/;sealing of air pipe lines. . ...•• ... '

. . 1.:3.' Sc)ap ~olution')testihg .in 'rigid - · ePIF.~juints j$JolIQwed 10 WB ., . 'depot ?fCR d,ulingtQH

n .liring POH, Soa'p '$oltition Test . should be cOnducted to detect the minOr ' crad<Jle'ak . in Joints :Of BPIFP steel piPe lines should be condtictedand r%otded during Single Car Test

1'4 . Cfown·'dearariCeS in SlR and GS During Single Car . Test. the coaChes to' b~maintained strictly Cr()wn .Clearances in SlRand GS 'so .that . '. ~ex-cessfve dOWnwaii::! : coaches to be ensured· strictly and ~ove;meiif of bdgie frame can be . recorded dufing 'POH pre\re'nted ' (to be .recorded during . Slrif:lie{jarTest) " .

15 ' In -\lVbfl<Snop$ and Open line In addition to ON"OFFmarking . - dep()ts. <han~brake iridication heat the hand brake wheel of . ~h~Wing .ON"OF'Fp6sitionshouldSLRs, additional marking below

.. ' beprovid~ ,iri :'i:t!i SLRsbelow ·hand brake Wheel in ·.the screw hand . brake ,:wheel iii. the -l€adh6usifl9. shOLildbe .k!orieduring

' .. , i~:: ·t~~si~pp·~Id;n;~tl~tl:~ ' ::~~ed ' ~~d:n t~~8:1:~~3f;d ' '. cOndition ." to "'be' .• · ensuredfrom-from 'outside . olit~ide-' . . . . .., . ,

. . _ The reports .· were ·· .. scrutinizedandthe . actionable p()ints which Can be readily

:t;;I!II{~,~~~:~~~:~r~E?i:!d;~~EE

(

t1!i;:~::~fa~tVe~~eS.fO"mC;de:ce.Ofb~e.bmrung are·.g1ven below.

':;; nBQ~_ , ::;f;~-$itio.n.- ,ofbralceblndin cases for last 3 YearS'

: ::-{j~;\~{;J':lilftii~O': '~~~~~: .rai~vf. SR . . Avg. . . .

6270 1.24

4 6239 . 0.38

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... :H<>#Ver,th6teis·rieed for conitan.t vigil to su~tain and to ~akecontfuual improvement._

An.~therreview.js being planned to take theinitia#ve forward. '" :: . ". ",

~ . (ltKuppan) .. '

·· .C~efMeChluildllErigmeerfSR

'.' () Ie.

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