Check List for Hot Axle

Investigation

From Freight Section-PCME Office/HQ/CR

JUNE-2022
 Introduction:
Online failure of CTRB in freight stock is occurring frequently in freight train operation. In every
CTRB failure, detailed information is required for in-depth analysis of failure to find the root
cause of the defect & establish the responsibility for corrective action to reduce the CTRB failure.
Whenever hot axle case is reported at road side station, staff who is deputed for investigating the
case, sometime facing difficulties for collecting information particularly stamping details of
CTRB & UST due to lack of available technical knowhow.
In view of providing technical information which shall be readily available for guidance, a
detailed check list is prepared including each item with example for understanding & collecting
correct details from the road-site / enroute failed CTRB.
This check list includes following Parts:
Part ‘A’: (Page: 1-2)

For on line investigation of hot axle at the time of investigation at site. All information to
be collected & filled as per the Part A. For final conclusion & fixing responsibility refer latest
RDSO letter No. MW/WAD/CTRB/GENL dated 30.05.22 which is also enclosed.

Part ‘B’: (Page: 3)

For filling details of hot axle of the wagon as per RDSO’s revised format to KWV/BD
workshop and after investigation by workshops for onward submission to RDSO.

Part ‘C’: (Page: 4-14)

Detail explanation of Check list A for field staff to help in collecting correct stamping
details & other useful information. This also includes list of UST details of all
Workshops & ROH depot of Indian Railway.
While describing the failure use authentic name of CTRB parts as given in Part C.
Part ‘D’: (Page: 15-19)

Information on K class CTRB & its comparison with E class CTRB for easy
Identification.
Part ‘E’: (Page: 20-21)

Description of marking details of Ultra Sonic Testing of Axle & Backing Ring stamping
details as per IRCA Pt.-III for reference. This also includes the examination of cap screw
& action to be taken for missing/lose cap screw and grease leaking as per latest G-81
Technical Pamphlet.
Part ‘F’: (Page: 22-320)

Includes Railway Boards/RDSO letters including latest RDSO letter No.

MW/WAD/CTRB/GEN dated 30.05.22 related to dealing with online failure of CTRB
for information & necessary action. Also enclosed with latest Technical Pamphlet G-81
for additional reference.

Page 1 of 22
 Part: ‘A’
Check Sheet
A. Check List for Initial Reporting of Hot Axle in Wagon Stock at site at the time of incident
A. General Details
1 Date of failure 2 Place/section of detection
3 Main section 4 Division
5 Train No 6 Load/Tonnage
Type BPC/BP %age
7 Loco No/Base 8
(CC/PM/ETE)
Last Examination
9 10 BPC number
(Stn/Div./Rly)

B. Culprit Wagon Details

1 Wagon No./Class/Rly 2 Last POH/Date
3 Return date 4 Last ROH/Date
5 Loaded/Empty 6 Wagon position from loco

C. Movement Details
1 Hot axle detected at (Place/Section/Div.)
2 Hot axle detected by (Name/Desg/Dept/HQ)
3 Wagon detached at station
4 Last loading/Unloading point (Siding name/Div./Rly)
5 GDR station/Date
6 Last Rolling in examination (Station/Div./Rly)
Any other examination
7 (Revalidation/Bk power upgradation/Safe to run/Any
other-with Station/div./Rly & date of exam)
8 Last OMRS alert (Place/Div./Rly, Date & time of pass)
9 Level of alerts received
Action taken(Wagon detached/allowed/allowed with
10
message)

D. Stamping & other details of affected CTRB Reference

RDSO L. No.
MW/WAD/CTRB/
1 Type of CTRB (E-class/Upgraded E Class/K Type)
DEFECT dated
11.11.21
2 Make of bearing & year of manufacturing RDSO L. No.
MW/RB/Genl
3 S. No. of CTRB dated 30.03.17

Page 2 of 22
 4 CTRB failed after (POH/1st ROH/2ndROH/3rd ROH)
After POH-No painting on all 3 cap screw head
After 1st ROH- One cap screw head painted with
yellow colour. RBs L. No.
After 2nd ROH-Two cap screw head painted with 2015/M(N)/951/32
yellow colour dated 04.10.17
After 3rd ROH-Three cap screw head painted with
yellow colour

5 Latest UST particulars of affected wheel

6 Stamping particulars on backing ring
7 Condition of EM pad (OK/Perished/Burnt/Damaged) RDSO L. No.
8 Position of adapter (OK/Displaced) MW/RB/Genl dated
9 Manufacturing details of adapter 30.03.17
10 Flat places/Skidding of wheel (size of flat in mm if
any)
11 Any symptoms of brake binding
12 Any other symptoms For analysis
(Uneven loading/Overloading/Broken spring/Any
other)

E. Observation of Failed CTRB

1 Hot axle (90’C or above)/Potential hot axle(normal For analysis
temp or below 90’C)
2 Temperature of affected CTRB measured For analysis
3 Condition of cap screw(see check sheet-22)
(OK/Missing/Lose) with missing numbers
4 Condition of locking plate & its tab(check sheet-22)
(OK/Tabs open/Tabs broken)
5 Condition of grease seal
(OK/Shifted/Loose/Damaged)
6 Condition of Grease-See check sheet-22
(OK/Splashing or oozing/Burnt) RDSO Letter No.
MW/RB/Genl dated
7 Condition Rollers & Cage 30.03.17 and G-81
(OK/Missing/Damaged
8 Rotation of outer cup (Free/Seized)
9 Condition of outer cup (OK/Broken)
10 Availability of side frame key -For wide jaw
(Yes/No)
11 Availability of retainer bolt (Yes/No)

F. Details of unusual
1 Brief descriptions of unusual (Chronological order)
RDSO Letter No.
2 Total section block
MW/RB/Genl dated
3 Repercussion
30.03.17
4 Probable cause of failure
RDSO Letter No
5 Prime facia responsible for CTRB failure MW/WAD/CTRB/Genl
Dated 30.05.2022

Name & Designation of reporting Engineer

Page 3 of 22
 Part-‘B’
B. Proforma to be filled in case on line failure of CTRB (After wheel change)
Ref: RDSO L. No. MW/RB/Genl. dated 30.03.2017 for reporting RDSO
1 Occurrence Particulars B Other End
a Date of Failure a Bearing cup make
b Station b Sr. No. of Cup
c Section c Mfg. date of Cup
d Division d Grease seal make
e Railway e Grease seal mfg. date
2 Train Particulars f a) POH particulars of CTRB marked on backing
ring or
b) Grease seal mfg. date if (a) is illegible
a Train No. g Marking of mounting particulars on outer cup of
CTRB if mounted by ROH depot
b Load 6 Bearing condition of affected wagon
c CC/Premium/End to End a Rollers/cone Assembly
d Last Examination station b Cup
e Last Examination date c Grease
f BPC Number d Grease seals
3 Failure Particulars e End cap screws
a Description of failure f Locking plate & Tabs
b Online/Yard failure 7 Condition of Adapter
c Whether failure resulted in a Whether canted/displaced
derailment?
d How failure detected? b Availability of adapter retaining bolt in wide jaw
4 Wagon Particulars c Whether in service limit
a No d Name of manufacturer
b Type e Mfg. date
c Name of Wagon builder 8 Bogie Particulars
d Built date a Wide jaw or Narrow jaw
e POH date b Name of manufacturer
f POH Shop c Mfg. date
g R/date d Sr. No.
h Last ROH date 9 Wheel set particulars
i Last ROH depot a Any Flat places on wheel
j Whether overdue b Wheel tread diameter
POH/ROH
k Position of affected wagon c Whether affected wheel changed in sick line after
from loco POH/ROH
l Tare/CC of wagon d Position of affected wheel in wagon
m Commodity loaded e Journal stamping Particulars
5 Bearing Particulars f UST particulars
A Affected End g Name of Axle manufacturer
a Bearing cup make h Axle No.
b Sr. No. of Cup 10 Failure Analysis
c Mfg. date of Cup a Whether warranty claim lodged? If yes details to
be given
d Grease seal make b Whether joint investigation done? If yes details to
be given
e Grease seal mfg. date c Concluded cause of failure
f a) POH particulars of 11 Responsibility
CTRB marked on
backing ring or
b) Grease seal mfg. date if
(a) is illegible
g Marking of mounting a Rly/depot/Shop/Manufacturer
particulars on outer cup of
CTRB if mounted by ROH
depot
12 Action Taken
Name of reporting officer Designation Signature

Page 4 of 22
 Part-‘C’
A. Details of Check list for investigation of hot axle case:
A. Name of parts of CTRB:

Page 5 of 22
 B Type of CTRB in operation
CTRB Identification of
Type of CTRB Use
Size CTRB
In present wagon with Available in present
E-Class CTRB 6” X 11”
no colour code wagon
Upgraded CTRB
Upgraded E- End cap painted with under replacement
6” X 11”
Class CTRB Sky blue colour with normal E class
CTRB
Low torque HDL
(Hydrodynamic Used in 25 T axle
K-Type of
6½ X 9” Labyrinth) Grease seal wagons in LWLH
CTRB
with orange colour and casnub bogies
smaller size
D Marking on Wheel & CTRB:

D. 2
&3 1. CTRB Make & Year of manufacturing

1) S. No. 1, 3 & 4 are essential details for

fixing up the responsibility.
2) S. No. 2 is common code available on
all
CTRB.
3) Presently authorised manufacturers are.
a) M/s NEI/NBC Brenco.
Marking on CTRB cup: b) M/s TATA Timken
NBC HM129814XD 11-12 03520 c) M/s PBIL/FAG
INDIA
1 2 3 4 5 d) M/s SKF
1. NBC: CTRB manufacturer. e) M/s KOYO
2. HM129814XD: Bearing part
Number of Cup.
3. 11-12: Month & Year of mfg.
(November-2012)
4. 03520: S. No. of CTRB
5. INDIA: Manufacturing country

Page 6 of 22
D.5 Descriptions of UST stampings: Ref: IRCA Pt-III, Plate-30 Rule 2.8.4 (c)

Marking of UST as under:

UT 08408 2 19 PP
UST Code
Month
Ultra- is 5-digit Initial
&
sonic number of CMS
Year-
testing XX Y ZZ

UT: Ultra Sonic Testing

UST code: Five digit (XXYZZ
AABB)
XX: Number of Railway zone (it is
always in between 01 to 16)-See
table-1 (A)
Y: Type of workshop (It is always in
1 to 4)-See table-1(B)
ZZ: Shop number in that Railway- For example; as per above marking
UT 08408 2 19 PP
See table-1(C) 08: Western Railway code
4 : ROH depot code
AA: Month (It is in 1 or 2 digit depends 08: Karachiya (KRCA ROH depot)
on month) 2 : February-month
BB: Year (in two digit) 19: 2019-year
PP: Initial code of CMS staff

Initial of CMS: It is the initial code

of CMS
i.e., As per UST code in photo,
UST was done at Karachiya ROH depot in Western Railway in 02/19

A. Stamping of UST on wheel:

Ref: IRCA Pt-III (Para 2.8.4 (a) & (b)
 All wheel sets entering workshops whether under a wagon going in for POH or
NPOH or loose axle must be subjected to ultrasonic testing before being
despatched from workshop.
 All wheel sets to be fitted under ROH wagons should be subjected to ultrasonic
testing for axles.
 Wheel sets run out from a wagon in any open line established for maintenance
other than ROH will not require UST if they are fitted back under same wagon.
 All other wheel sets must be subjected to UST before re-fitment.
Suggestions for collecting correct UST code:
 UST stamping available on the inner hub of wheel
 There may be multiple stamping of UST codes of previous ROH/POH
shop. Note down the UST code of latest date
 Check the third digit in UST code. It is mostly 2 or 4. (2 for last POH & 4
for Last ROH) Compare this digit with wagon last POH/ROH.
 The month & year in UST stamping shall be within the period of last
POH/ROH
 The UST code collected must match with any one of ROH depot or POH
workshop (Compare table-1)

Page 7 of 22
D-6 Description of backing ring stamping details: CTRB overhauling marking.

Marking details on Backing ring: Ref: IRCA Pt-III, Plate-37 Rule 2.9.1.2
E.g.
7 20 PRTN
Month Year Workshop Code
CTRB overhauled at PRTN: Pratap Nagar Workshop/WR in July 2020
Note:
 Stamping details of backing ring indicates the last overhauling shop of
CTRB.
 Sometimes it is not properly visible due to ingress of dust & grease.
 If not properly visible use wire brush.
 The CTRB overhauling details also available on grease seal at the location
of make & manufacturing of grease seal.
D.1 Identification of type of CTRB

Upgraded E-Class
E-Class CTRB K-Type of CTRB
CTRB
(Cup length 11”) (Ensure cup length 9”)
(Cup length 11”)

D-7 Condition of EM pad

Burnt EM Crushed EM Perished EM

OK EM pad
pad pad pad
Page 8 of 22
D-8 Position of adpater canted

Adapter in correct Adapter Canted/Displaced

position
D-9 Stamping Details on Adapter

Stamping Details
E-1 Condition of cap screw

Cap screw in Missing cap

Lose cap screw Broken cap screw
good condition screw
E-2 Condition of Locking Plate & Tabs

Open tabs of locking plate

Proper bending
of tabs

Page 9 of 22
E-3 Condition of Grease Seal

Grease seal
in good Front seal loose & shifted Back seal loose & shifted
condition
E-4 Condition of Grease

No
grease Hard Grease
Light grease Grease splashing
ozzing/ Grease oozing back
oozing on trolley
Splashin oozing side
g.
E-5 Condition of rollers & cage

CTRB internal section failure (Missing & damaging cones, cage & rollers)

E-7 Condition outer cup

Brokan outer cup

Page 10 of 22
B. Details of type of codes used in UST stamping
Table-1-A: First two digit of UST code

Railway Code
CR 01
ER 02
NR 03
NER 04
NEFR 05
SR 06
SER 07
WR 08
SWR 09
ECR 10
NWR 11
ECoR 12
NCR 13
NECR 14
SWR 15
WCR 16

Table-1-B: Third digit of UST code

Type of workshop Code

Loco Workshop 1
Carriage and Wagon workshop 2
Loco, Carriage & wagon workshop 3
Wagon care Centre (ROH) 4

Page 11 of 22
Table-1-C: UST code for individual workshops & ROH depot (Last three digit)
S. No Rly Workshop Name Code Code No
1 Matunga MTNS 01101
2 CR Parel PR 01201
3 Kurduwadi KWV 01301
4 Jamalpur JMPW 02101
5 Kanchrapara (loco) KPAP 02102
ER
6 Kanchrapara (C&W) KPAW 02201
7 Liluah LLHM 02202
8 Charbagh LKO 03101
9 Amritsar ASRW 03102
10 NR Alambagh AMVM 03201
11 Jagadhari JUDW 03202
12 Kalka KLK 03203
13 Gorakhpur GKPS 04301
NER
14 Izatnagar IZNS 04302
15 New Bongaigaon NBQS 05201
16 NFR Dibrugarh DBWS 05301
17 Tindharia TDHW 05302
18 Perambur (Loco) PWP(L) 06101
19 SR Perambur(C&W) PWP 06202
20 Golden Rock GOC 06303
21 SER Kharagpur (Coaching & goods) KGPW 07301
22 Dahod DHDW 08301
23 Lower Parel PL 08201
24 WR Junagarh JND 08202
25 Pratap Nagar PRTN 08302
26 Bhavanagar BVW 08203
27 Guntupalli RYPS 09201
28 SCR Tirupati TPTY 09202
29 Lallaguda LGD 09203
30 Samastipur SPJS 10201
ECR
31 Harnaut HRT 10202
32 Ajmer (Loco) ADLW 11301
33 Ajmer (Carriage) AIIW 11201
NWR
34 Jodhpur JUWS 11202
35 Bikaner BKNS 11203
36 ECoR Mancheshwar MCSW 12201
37 Jhansi JHSW 13021
NCR
38 Jhansi MLR JHS(MLR) 13202
39 Motibag (NAGPUR) MIB 14301
SECR
40 Raipur RWS 14201
41 Hubballi UBLS 15201
SWR
42 Mysore South MYSS 15202
43 Bhopal CRWS 16201
WCR
44 Kota KTTW 16202

Page 12 of 22
 Table-1-C: UST code for individual ROH depot code (Last three digit)

S. No Rly Name of ROH Depot Code Code No

1 Kurla CLA 01401
2 Daund DD 01402
CR
3 Bhusawal BSL 01403
4 Ajni AQ 01404
5 Chitpur CP 02401
6 Andal UDL 02402
ER
7 Budge Budge Goods BGB 02403
8 Naihati NH 02404
9 Ambala UMB 03401
10 Khanalampura KJGY 03402
NR
11 Tuglakabad TKD 03403
12 Moradabad MB 03404
13 New Jalpaiguri NJP 05401
14 New Bongiagaon NBQ 05402
NFR
15 New Guwahati Cant NGC 05403
16 Lumding LMG 05404
17 Jolarpettai JTJ 06401
18 Irimbanam IPN 06402
19 Tondiarpet TNPM 06403
20 SR Milavittan MVN 06404
21 Samriya Ghat SGT 06405
22 Talaivasal TVS 06406
23 Sareri SSR 06407
24 Bokaro Steel City BKSC 07401
25 Nimpura NMP 07402
26 Bonda Munda BNDM 07403
SER
27 TATA TATA 07404
28 Dangaoposi DPS 07405
29 Adityapura ADTP 07406
30 Vatva VTA 08401
31 Baroda BRCY 08402
32 Sabarmati SBI 08403
33 Ratlam RTM 08404
WR
36 Hapa HAPA 08405
37 Gandhidham GIM 08406
38 Sambhupura SMP 08407
39 Karachiya KRCA 08408
40 Gooty GY 09401
41 Ramagundam RDM 09402
42 SCR Vijayawada BZA 09403
43 Kazipeth KZJ 09404
44 Bellampalli BPA 09405
45 Mughal Sarai/Deendayal upadhaya MGS/DDU 10401
46 Barwadih BRWD 10402
EC
47 Pathardiah PEH 10403
48 Garhara Goods Marshalling YD GHZ 10404
49 Vishakhapatnam VSKP 12401
ECoR
50 Vishakhapatnam Ore Exchange VSKP/OEC 12402
Page 13 of 22
51 Vishakhapatnam Steel Plant VSPS 12403
52 Angul ANGL 12404
53 GCB Sdg Paradeep port PRDP 12405
54 Kanpur Goods marshalling Yd GMC 13401
55 NCR Jhansi JHS 13402
56 Bad BAD 13403
57 Bhilai BIA 14401
58 Bhilai Yard BIA(PPYD) 14402
SECR
59 Bilaspur BSP 14403
60 Dallirajhara DRZ 14404
61 White Field satellite GDS BYPL 14501
62 Miraj MRJ 14502
63 SWR Hubballi UBL 15403
64 Hospet HPT 15404
65 Mysore New Goods Terminal MNGT 15405
66 New Katni Junction NKJ 16401
67 Satna STA 16402
WCR
68 Kota KTT 16403
69 Itarsi ET 16404
70 Madar MD 11401
NWR
71 Phulera Jn FL 11402

Page 14 of 22
 Part-‘D’
C. Information on K-Type CTRB used in 25 T axle load
(Ref: RDSO’s Technical Pamphlet on Class K CTRB –IR CAMTECH
/GWL/MP2/2020-21/1.0 May-2020)

Page 15 of 22
Page 16 of 22
Page 17 of 22
Page 18 of 22
Page 19 of 22
 Part-‘E’
D. Marking for Ultra Sonic Testing (Ref: IRCA Pt III Plate: 30)

E. Marking of Overhauling Particulars of Backing ring (Ref: IRCA Pt III Plate:37)

Page 20 of 22
 Information and Examination of Cap Screw & Grease Leaking
(Ref: IRCAMTECH/G-81/Rev-3/JULY 2019)

A. Cap Screw:

Check cap screws wear on threads and for stretching or elongation. Reject & replace if any defect is found. Cap
screws which cannot be tightened to the recommended torque must be scrapped. The new cap screws shall confirm
the size 1” Dia-8UNC-2A X 2¼” long (25.6 mm diameter & 57.6 mm long) having Hexagonal head and material
shall be IS: 1367(Part-3):2002 Class P8.8. The cap screw threads should be properly cleaned and lubricated before
fitment. Cap screws having rusted threads should be properly used only after proper cleaning & lubricating. Mating
threads on axle end holes should also be checked, cleaned & lubricated.

Action to be taken in case cap screw found lose/missing:

Inspect adapter, axle cap screws, locking plate, outside of the cup & seal. If any of these are found cracked,
broken or distorted the wheel set must be removed from service. If one cap screw is found loose or missing
examine the bearing by rotating it. If it is OK remove all the cap screws. Apply a new locking plate and, torque
tightens all the cap screws. If two or more cap screws are found loose or missing, the bearing should be
removed from service for complete inspection and servicing before reuse.

If the locking plate tabs are broken, remove locking plate and fit a new one. Tighten the axle cap screw with
torque wrench to a specified torque of 40 Kg-m. Lock the cap screws by bending the tabs of locking plate

B. Examination of grease leakage:

In case of grease purging or leaking out of the bearing, check for visible damage to seals. Grease leaking
between the cup counter bore and the grease seal cage major diameter (Location B in Fig-6) may be an
indication of a loose seal. Seal loose if it can be moved by hand or is cocked out of position. Grease leaking
between backing ring on the axle dust guard (location of C in Fif.7) is an indicator of a loose backing ring and
a loose bearing. If a backing ring can be moved by hand on application of pressure it is considered to be loose.
Bearing with loose backing ring should be removed from service.

Please keep in mind, in new mounted/installed bearing (either POHed CTRB or New CTRB) leakages of grease
up to 30 grams from grease seal & wear ring contact area is normal and comes from the purging of seal
prelube and the reliving of internal bearing pressure. This should not be wiped away. It will Set-up and stop
further leakage

Page 21 of 22
 Part-F
List of RBs/RDSOs letters attached in Part-F:
S. RBs/RDSOs Letter number Subject
No
RDSO- MW/WAD/CTRB/GENL Online CTRB failure analysis by RDSO
1
dated 30.05.22
RDSO-MW/RB/Genl. dated Reporting of online bearing failures of freight
2
10.04.17 stock
RDSO-MW/WAD/CTRB/DEFECT Identification of class/type of failed CTRB
3
dated 11.11.21
RB-2015/M(N)/951/32 dated Roller bearing failures: Overhauling periodicity
4
20.03.18
RDSO-MW/WAD/CTRB/GENL Upgraded CTRB Class-E-Performance
5
dated 30.03.21
RB-2015/M(N)/951/32 dated Marking of overhauling particulars of CTRB
6
12.01.17
RB/MRS-2015/M(N)/951/32 dated Important issues in CTRB maintenance
7
27.03.17
RB-2018/M(N)/951/32 dated Preventive measures for hot axles: Derailment at
8
03.01.19 Balamau/NR
RB-2015/M(N)/951/32 dated Marking of overhauling particulars on CTRB
9
05.10.15 during POH/ROH
RDSO-MW.RB. Genl. dated Marking of overhauling date of CTRB on
10 07.03.14 backing ring for identification during ROH/Field
Examination.
RB-2015/M(N)/951/32 dated Marking overhauling particulars on CTRB
11
02.11.15
RB-2015/M(N)/951/32 dated Marking of overhauling particulars of CTRB
12
04.10.17
Technical Pamphlet No. G-81 Instructions for Inspection and Maintenance of
13 IRCAMTECH/MECH/GWL/G- Cartridge Tapered Roller Bearing fitted on Cast
81/MP-5/JULY 2019 Steel Bogies

Page 22 of 22
 File No.RDSO-MW0WAD(CTRB)/5/2020-O/o PED/SW/RDSO

Hkkjr ljdkj &jsy ea=ky; Government of India - Ministry of Railways

vuqla/kku vfHkdYi vkSj ekud laxBu Research Designs & Standards Organisation
y[kuÅ & 226011 Lucknow – 226011
EPBX (0522) 2451200 DID (0522) 2450115
FAX (0522) 2458500 DID (0522) 2465310
Mail ID: [email protected]

No. MW/WAD/CTRB/GENL Date: 30.05.2022

As per circulation list

Sub: Online CTRB failure analysis by RDSO.

Ref: (i) This office letter no. MW/RB/GENL dated 30.03/10.04.2017.
(ii)This office letter no. MW/RB/GENL dated 20.03.2017.

RDSO undertakes online CTRB failure analysis based on data of hot axle cases
reported by Zonal Railways in prescribed format circulated by this office vide reference (i)
& (ii). RDSO analyse hot axle cases on different aspects such as cause wise, make wise,
POH workshop wise, ROH depot wise, stock wise etc. and upload the same on Rail net
website on the basis of CTRB failure cases received from Zonal railways. During analysis
of CTRB, the following practise is being followed:

(a) POH Workshop wise analysis:

(i) First, POH particulars marked on backing ring of CTRBs.

(ii) If backing ring marking particulars is not available/ furnished, then POH
particulars marked on Grease seal by laser engraving is considered for
analysis.
(iii) If both are not legible/ available/ furnished, then POH particulars of wagon for
CTRB analysis is taken.
(iv) If the bearing fails after POH and before reaching next ROH, the failure case is
generally lodged on the POH workshop.

(b) ROH depot wise analysis:

(i) First, ROH particulars marked on Outer Cup of CTRBs is considered.

(ii) If marking particulars of Outer Cup is not available/ furnished, then ROH date
of Wagon is considered for analysis.
(iii) If bearing fails after any ROH but before reaching next POH/ROH, the failure
case can be lodged on either to the workshop that has done POH before ROH
after which bearing has failed or on ROH after which bearing has failed
depending upon circumstances of the particular case. Some of the points
considered are given below-

 Improper earthing while minor welding work

 Attention to Bearing sound while rotation & mount lateral play
 Grease oozing sign
 Temperature rise sign
 Missing or loosening of cap screw and locking plate.
 Improper placement of adapter while wheel changing
 Improper handling of wheels
 Loose backing ring etc.
 File No.RDSO-MW0WAD(CTRB)/5/2020-O/o PED/SW/RDSO

(iv) Recommended practices during ROH are already mentioned in maintenance

manual G-81 as well as instructions/ guidelines have been issued from time to
time to reduce failure of bearing. Lack of proper attention on these
recommended practices/ guidelines during ROH can also lead to failure of
bearing.

It is also observed that in several cases, following vital information are not being
furnished/ provided by Zonal Railway:

(a) Marking of POH particulars on backing ring/ grease seal etc.

(b) Wheel Change information if any during ROH.
(c) If bearing is mounted during ROH, marking particulars on Outer cup.
(d) CMT/ Investigation reports along with the CTRB failure report. CMT/ Investigation
reports are being received from RYPS, JHSW, RWS, ADLW, LLHM and KTTW
POH workshops only.

Due to non-availability of corresponding sufficient data in prescribed format, some

of the case remains inconclusive to ascertain the responsibility. Zonal Railways are,
therefore, advised to furnish/ provide complete information of hot axle cases as per
prescribed format.

Encl: NIL

(Anand Rishi Srivastava)

Director Standards Wagon
For Director General (Wagon)

Circulation:

(a) EDME (Freight) : For kind information please.

Railway Board, Rail Bhawan
New Delhi – 110 001

(b) The Principal Chief Mechanical Engineer:

1. Central Railway, C.S.T., Mumbai – 400 001
2. Eastern Railway, Fairlie Place, Kolkata – 700 001
3. East Central Railway, Hajipur – 844 101
4. East Coast Railway, Rail Vihar, B-2, Chandrashekherpur, Bhubaneshwar –751023
5. Northern Railway, Baroda House, New Delhi -110 001
6. North Central Railway, Subedargunj, Allahabad -211 015
7. North Eastern Railway, Gorakhpur-281 001
8. Northeast Frontier Railway, Maligaon, Guwahati -781 001
9. North Western Railway, Near Jawahar Circle, Jaipur – 302 017
10. Southern Railway, NGO Annexe, Park Town, Chennai – 600 003
11. South Central Railway, Rail Nilayam, Secunderabad – 500 371
12. South Eastern Railway,Garden Reach, Kolkata – 700 043
13. South East Central Railway, RE Office Complex, Bilaspur – 495 004
14. South Western Railway, Club Road, Keshwapur, Hubli – 560 023
 File No.RDSO-MW0WAD(CTRB)/5/2020-O/o PED/SW/RDSO

15. West Central Railway, Opposite Indira Market, Jabalpur – 482 001
16. Western Railway, Churchgate, Maharishi Karve Marg, Mumbai – 400 020

(c) The Chief Workshop Managers:

1. Eastern Railway Workshop, Liluah, District: Howrah (West Bengal) – 711 204
2. Eastern Railway Workshop, Jamalpur, District: Munger (Bihar) – 811 214
3. Mechanical Workshop, East Central Railway, Samastipur (Bihar)-848 101
4. Mechanical Workshop, Northern Railway, Civil Albert Road, Amritsar (Punjab)-
143 001
5. Mechanical Workshop, Northern Railway, Jagadhari, District : Yamunanagar
(Haryana)-135 002
6. Wagon Repair workshop, North central Railway, Jhansi (U.P.)-248 003
7. Loco workshop, North Western Railway, Lal Phatak , Ajmer (Rajsthan)-305 001
8. Carriage & Wagon Workshop, Southern Railway, Perumbur (Tamil Nadu)-600 023
9. Central workshop, Golden Rock (Ponmalai), Tiruchirappalli (Tamil Nadu)-620 004
10. Wagon Workshop, South Eastern Railway, Kharagpur (West Bengal) - 721 301
11. Wagon Repair Workshop, South East Central Railway, Raipur (Chhattisgarh)-
490015
12. Wagon Repair Workshop, West Central Railway, Kota (Rajasthan)-324 002
13. Wagon Repair Workshop, South Central Railway, Guntupalli (A.P.)-521 241
14. Western Railway Workshop, Freelandganj , Dahod, District: Panchmahal (Gujarat)-
389 160
15. Western Railway Workshop, Pratap Nagar, Vadodara (Gujarat)-390 004
16. Carriage &Wagon Workshop, North East Frontier Railway, New Bongaigaon
(Assam)-798 381
 File No.RDSO-MW0WAD(CTRB)/8/2020-O/o PED/SW/RDSO 2380
I/21147/2021
Hkkjr ljdkj &jsy ea=ky; Government of India - Ministry of Railways
vuql/a kku vfHkdYi vkSj ekud laxBu Research Designs & Standards Organisation
y[kuÅ & 226011 Lucknow – 226011
EPBX (0522) 2451200 DID (0522) 2450115
FAX (0522) 2458500 DID (0522) 2465310

No. MW/WAD/CTRB/DEFECT Date: 11.11.2021

As per enclosed list

Sub : Identification of class/type of failed CTRB.

At present, 3 different type/class of CTRB are running in freight stock namely Class ‘E’ CTRB,
Upgraded Class ‘E’ CTRB and ‘K’ type CTRB. In order to monitor the performance of Upgraded Class ‘E’
CTRB and Class ‘K’ CTRB, it is desired that whenever Zonal Railways report any CTRB failure to this
office, also ensure to mention specifically the type of CTRB.

This is for your kind information.

DA: NIL

(A. R. Srivastava)
Joint Director(wagon)
For Director General (Wagon)
Copy to:

Principal Chief Mechanical Engineers,

1. Central Railway, C.S.T., Mumbai – 400 001

2. Eastern Railway, Fairlie Place, Kolkata – 700 001
3. East Central Railway, Hajipur – 844 101
4. East Coast Railway, Rail Vihar, B-2, Chandrashekherpur, Bhubaneshwar – 751 023
5. Nothern Railway, Baroda House, New Delhi -110 001
6. North Central Railway, Subedargunj, Allahabad -211 033
7. North Eastern Railway,Gorakhpur-281 001
8. Northeast Frontier Railway , Maligaon, Guwahati -781 001
9. North Western Railway, Near Jawahar Circle, Jaipur – 302 017
10 Southern Railway, NGO Annexe, Park Town, Chennai – 600 003
11 South Central Railway , Rail Nilayam, Secunderabad – 500 371
12 South Eastern railway ,Garden reach, Kolkata – 700 043
13. South East Central Railway, RE Office Complex, Bilaspur – 495 004
14. South Western Railway, Club Road, Keshwapur, Hubli – 560 023
15. West Central Railway, Opposite Indira Market, Jabalpur – 482 001
16. Western Railway, Churchgate, Maharishi Karve Marg, Mumbai – 400 020
 File No.RDSO-MW0WAD(CTRB)/5/2020-O/o PED/SW/RDSO 608/609
I/12243/2021 Hkkjr ljdkj &jsy ea=ky;
vuqla/kku vfHkdYi vkSj ekud laxBu
y[kuÅ & 226011
Government of India - Ministry of Railways
Fax : 91-0522-2452494 Research Designs & Standards Organization
lR;eso t;rs
Telephone : 91-0522-2456165 Lucknow – 226011
E-mail : [email protected]
[email protected]
No.: MW/WAD/CTRB/GENL Date: 30.03.2021

As per Circulation list

Sub: Upgraded CTRB Class-E (6”x11”) – Performance.

Ref: i) This officer’s letter no. MW.RB.Genl dated 21.01.2020

ii) This office’s letter no. MW.RB.Genl dated 12.02.2020

1.0 Vide reference (i) above, it was advised that upgraded CTRB Class-E (6”x11”) as
per RDSO STR no. AB/RB-40-2016 shall be fitted in wagons w.e.f. 01.03.2020.

2.0 Vide reference (ii) above, it has been advised that ‘Synthetic Enamel Aircraft Blue
Colour’ to ISC 108 as per IS:8662 shall be applied on outer face of End Cap of
upgraded CTRB Class-E (6”x11”) to differentiate it from existing CTRB.

3.0 Procurement of upgraded CTRB Class-E has already been undertaken by Railway
Board. Further, newly manufactured wagons are also to be fitted with the upgraded
CTRB Class-E. It is requested that performance of the upgraded CTRB Class-E be
intimated to RDSO as per existing formats.

(Dr. Manish Thaplyal)

Executive Director Stds. (Wagon)
Circulation:
The Principal Chief Mechanical Engineer:
1. Central Railway, C.S.T., Mumbai – 400 001
2. Eastern Railway, Fairlie Place, Kolkata – 700 001
3. East Central Railway, Hajipur – 844 101
4. East Coast Railway, Rail Vihar, B-2, Chandrashekherpur, Bhubaneshwar –751023
5. Northern Railway, Baroda House, New Delhi -110 001
6. North Central Railway, Subedargunj, Allahabad -211 015
7. North Eastern Railway,Gorakhpur-281 001
8. Northeast Frontier Railway, Maligaon, Guwahati -781 001
9. North Western Railway, Near Jawahar Circle, Jaipur – 302 017
10. Southern Railway, NGO Annexe, Park Town, Chennai – 600 003
11. South Central Railway, Rail Nilayam, Secunderabad – 500 371
12. South Eastern Railway,Garden Reach, Kolkata – 700 043
13. South East Central Railway, RE Office Complex, Bilaspur – 495 004
14. South Western Railway, Club Road, Keshwapur, Hubli – 560 023
15. West Central Railway, Opposite Indira Market, Jabalpur – 482 001
16. Western Railway, Churchgate, Maharishi Karve Marg, Mumbai – 400 020
 Government of India
भारत सरकार
Ministry of Railways
रे ल मंत्रालय

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GIIEESS

TECHNICAL PAMPHLET No. G-81

(Revision-3) (Supersedes G-81 Rev.-2)
IRCAMTECH/MECH/GWL/G-81/MP-5/JULY 2019

MAHARAJPUR, GWALIOR-474005(INDIA)
Ph. No. 0751-2470803
 G-81(Rev.-3)
IRCAMTECH/G-81/REV-3/JULY 2019

Foreword

Cast Steel CASNUB Bogies of freight Stock of Indian Railways have been provided
with Cartridge Taper Roller Bearings (Class E). Revised Instructions for Inspection
and Maintenance of cartridge tapered roller bearings (version-3 of Technical
Pamphlet No. G-81) covers constructional details, maintenance procedure and
precautions during inspection and maintenance of CTRB. Wherever required,
sketches and colored photographs have been provided to make the understanding
clear.

I am sure that revision-3 of Technical Pamphlet No. G-81 will be useful to the
concerned staff of Workshop and ROH Depot to ensure trouble free and reliable
service of the freight operation.

Technological up-gradation and learning is a continuous process. Hence feel free to

write us for any addition, which will be highly appreciated.

We welcome any suggestion for addition or improvements from our readers at

[email protected].

Place: CAMTECH/GWL (Jitendra Singh)

Date: 30.07.2019 Principal Executive Director
CAMTECH/GWL

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 G-81(Rev.-3)
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PREFACE

The Maintenance instructions of CTRB (G81) has been revised and given a face lift
to make it more useful, easy to understand and simple to extract information. This
is based on the feedback received from Workshops, ROH depots. Many diagrams,
topics, figures and annexure have been added. Some topics have been elaborated
for better understanding.

Suggestions, enquiries/comments are welcome and should be directed to Jt.

Director/Mechanical, Maharajpur, and Gwalior-474005. Feel free to ask your
queries on 0751 2470890 or send your suggestions on Email Id-
[email protected], Fax – 0751 2 470841.

Place: CAMTECH/GWL (Manoj Kumar)

Date: 30/07/2019 Jt. Director/Mechanical
CAMTECH/GWL

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CONTENTS

S.No. DESCRIPTION PAGE No.

1. TERMINOLOGY----------------------------------------------------- 5

2. GENERAL CONSTRUCTION------------------------------------- 6

3. GREASE SEAL------------------------------------------------------- 7

4. LIFE EXPECTANCY------------------------------------------------ 8

5. APPLICATION-------------------------------------------------------- 8

6. PERIODICITY OF MAINTENANCE----------------------------- 9

7. SCHEDULE OF INSPECTION & MAINTENANCE----------- 9-18

8. PROCEDURE FOR OVERHAUL---------------------------------- 19-36

9. STORAGE & PACKING OF BEARINGS------------------------ 37

10. INSPECTION OF AXLE BEFORE MOUNTING OF 37-46

TAPERED BEARING ON AXLE - MOUNTING OF TAPER
BEARING ON AXLE
11. FITMENT OF AXLE UNDER THE BOGIE--------------------- 47

12. MAINTENANCE SPECIFICATIONS----------------------------- 48

13. INTER-CHANGEABILITY OF BEARING COMPONENTS 49

14. BEARING MARKING----------------------------------------------- 49

15. BEARING MAINTENANCE WORKSHOPS-------------------- 53

16. HANDLING OF MOUNTED WHEELSETS--------------------- 53

17. WELDING OF WAGONS/BOGIES FITTED WITH CTRB 54

18. BEARINNG DAMAGE- DESCRIPTION------------------------- 55-61

19. ADAPTER--------------------------------------------------------------- 62-75

20. AT A GLANCE – CHECK LIST OF MEASUREMENTS----- 76

21. MUST CHANGE ITEMS IN ROH & OVERHAULING------- 79
22. ANNEXURE I to XX------------------------------------------------- 80–115

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 G-81(Rev.-3)
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1. TERMINOLOGY

SN Terminology Description of Cartridge Bearing Parts

1. Backing ring Collar between bearing and journal fillet; Axle collar;
Dust guard ring; Enclosure collar
2. Cage Retainer; Separator.
3. Cap screws End cap fasteners.
4. End cap Cap at end of journal; Axle end cap; Locking cup; End
cover.
5. Fitted backing ring Backing ring with extension to provide press fit with
suitable diameter axle dust guard seat.
6. Inner ring Cone or inner race.
7. Locking plate Cap screw locking device.
8. No Field Lubricating Bearings which are not designed to be lubricated in the
(NFL) bearing field and do not have a lubricant fitting, or pipe plug.

9. Outer ring Cup or outer ring.

10. Raceways Surfaces of outer and inner ring on which rollers
operate.
11. Roller assembly Rollers with inner ring and cage, inseparable
12. Rollers Tapered rollers
13. Seal Seal proper, including inner case, if used.
14. Seal wear ring Ring on which seal rides or makes contact
15. Spacer Spacer, spacer ring; Cone spacer
16. Adapter(Roller A casting that fits between a freight car roller bearing
Bearing Adapter) and the bogie side frame to transfer the load from the
side frame to the bearing.

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 G-81(Rev.-3)
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Fig.1: Expanded View of Cartridge Tapered Roller Bearing

2. GENERAL CONSTRUCTION

The Cartridge Tapered Roller Bearing is a self-contained, pre-assembled, pre-adjusted, pre-

lubricated, completely sealed unit and applied to or removed from the axle without exposing
the bearing elements, seals or lubricants to contamination or damage.
The Cartridge Tapered Roller Bearing(CTRB) has two inner races (Cones) along with
rollers and Cage, separated by a Spacer, a single case-hardened outer race (Cup), a grease
seal and a seal-wear ring at each end, a backing ring at the rear, axle end cap, 3 cap-screws
and locking plate as shown in Fig.2. The cup also acts as the bearing housing and is fitted in
the bogie side frame with a suitable adapter (See General Arrangement of CTRB Drg.
No.WD-92089-S-01for Narrow Jaw adapter & WD-13042-S-01 for Wide Jaw adapter at
Annexure-IA & IB respectively).

The weight of Class 'E'(6”X11”) CTRB is around 34.3 kg, weight of Narrow Jaw Adapter is
around 12.0 kg and weight of wide jaw Adapter is around 23 kg.

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Fig.2: Cartridge Tapered Roller Bearing Section view

3. GREASE SEAL

The grease seal is made of special synthetic rubber of superior oil resistance quality. Double
lip seal element is bonded to the steel plate seal cover which is retained in the outer ring by
a press-fit. The seal lips are moulded to provide bi-directional grease retention employing
the elasto hydro-dynamic principle (Fig.3).
Seals perform two important functions:-

(a) Retain a quantity of grease inside the bearing to provide adequate lubrication
through the bearing service period.
(b) Prevent the ingress of water and other contaminants in to the bearing.

Fig.3

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 G-81(Rev.-3)
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The limiting dimensions of Class ‘E’ (6”X11”) Grease Seal (Indigenous) have been
mentioned at Annexure – II

4. LIFE EXPECTANCY

The 'L10 Life' is defined as that life at which no more than 10% of the bearings may have
been replaced solely due to fatigue of metal. The L10 life of bearing is the theoretical
fatigue life.

5. APPLICATION

The Cartridge Bearings used on Indian Railways freight stock are of type Class 'E'
(6”x11”). This bearing is suitable for RDSO’s Axle to drawing no. WD-89025-S-02.These
bearings are being used on all BG wagons/Container fitted with bogies like CASNUB
22NL/22NLB/22NLC/22HS/LCCF-20(C) like BOXN, BOXNHL,BOXNEL, BCN,
BCNAHS, BOY, BOYEL, BTPN, BOBSN, BOBRNHS, BLCA/BLCB etc.

5.1 Different Makes of Cartridge Tapered Roller Bearings& Related Details

Indian Railways have procured these bearings from four manufacturers viz: M/s
NEI/Brenco, M/s Timken, M/s FAG and M/s SKF.

a. M/s National Engineering Industries Ltd./ BRENCO Bearings

M/s NEI, Jaipur have indigenized all the components of CTRB Class ‘E’ except Grease
Seal. The general arrangement of Cartridge Bearing application Class ‘E’ of M/s NEI is
shown in its Drg.No.PESD-6085 for Narrow jaw adapter and Drg.No PESD-6086 for
Wide jaw adapter (Annexure-III‘A’ &III‘B’).

b. M/s Timken India Ltd. Bearings

M/s Timken India Ltd .has indigenized all the components of CTRB Class ‘E’. The
general arrangement of M/s Timken bearings is shown its drawing No. P.A-G.A11100
(Annexure IV).

c. M/s FAG Bearings India Ltd.

Initially complete unit of CTRB Class ‘E’ was imported from FAG, Germany. Now the
company is in the process of indigenization. The general arrangement drawing of Class ‘E’
CTRB is drawing No EDD TL/003/01/B/05 000.

d. M/s SKF Bearings.

Initially complete Unit was imported from SKF/Italy. Now the company is in the process of
indigenisation. M/s SKF Class ‘E’ CTRB assembly drawing No is 1637504 B.

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 G-81(Rev.-3)
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6. PERIODICITY OF MAINTENANCE

The Cartridge Taper Roller Bearings used on Indian Railways are of 'No Field
Lubrication’ (NFL) Type. These bearings require no maintenance between POH to POH.
The periodicity of first POH of BOXN Wagons has been laid down as six years by
Railway Board vide letter No. 85/M (W)/814/53 dated 19-3-86. The periodicity of
subsequent POH has been fixed as 4 1/2 years by Board vide their letter No.85/M
(W)/814/53 dated 3-7-90.
POH interval of various Wagons of air brake has been mentioned below: -

POH INTERVAL OFAIR BRAKE STOCK.

S . No Stock/Wagons *POH (Years)

First Subsequent
1. BOXN, BLC 6 4.5
2. BCN/BCNA, BOXN CR 6 6
3. BRN 6 4.5
4. BOY 3 3
5. BTPH 6 4.5
6. BTPN 6 6
7. BOBR & BOBRN 6 6
8. BTPGLN 4 4
9. BTALN 4.5 4.5

[* Note: Please see/refer IRCA Part–III (latest) &Railway Board latest

instructions/letters for latest update/change related to POH interval of Wagons]

7. SCHEDULE OF INSPECTION & MAINTENANCE

The following are the recommended practices for long life and trouble-free operation of
Cartridge tapered Roller bearings

7.1 Recommended Practice during incoming examination in yards

7.1.1 The bearings should be examined for

i. Abnormal Noise
Check for any abnormal sound and/or grinding noise.
ii. Running Temperature

Detection of warm bearings on arrival of the train .Check operating temperature of

the bearing by touching the adapter or underside of the bearing cup with bare hands
immediately after wagon/vehicle is halted. If it is found impossible to hold the hand
for a few seconds on the adapter or the Cup it means that the bearing is running hot.
Cross check the bearing temperature with temperature sensing hand held
pyrometers/sensors giving direct reading of the bearing.

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 G-81(Rev.-3)
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If bearing temperature is more than 90 degree centigrade the wagon/vehicle should

be removed from service. Running temperature up to 380C above ambient may be
expected under normal operating conditions.

iii. Visible Damage

Inspect adapter, axle cap screws, locking plate, outside of the cup and seal. If any of
these are found cracked, broken or distorted the wheel set must be removed from
service. If one cap screw is found loose or missing examine the bearing by rotating
it. If it is OK remove all the cap screws. Apply a new locking plate and, torque
tighten all the cap screws. If two or more cap screws are found loose or missing, the
bearing should be removed from service for complete inspection and servicing
before reuse.

If locking plate tab are broken, remove locking plate and fit a new one. Tighten the
axle cap screw with torque wrench to a specified torque of40 kg-m. Lock the cap
screws by bending the tabs of locking plate.

iv. Displaced Adapter.

Check for displaced adapter from its correct location on the bearing outer cup
which can result from lack of care at the time of bogie assembly or from vehicle
abuse during tippling. A displaced adapter can cause mechanical damage, off
centre loading, accelerated fatigue damage and pre-mature bearing failure.
Any wear of damage to the end cap or backing ring is an indicator that the
adapter has been out of position. Sometimes a displaced adapter can get
automatically reseated in its correct position due to bogie action. If an adapter is
found displaced, the bogie should be lifted. Outer cup, backing ring and end cap
should be thoroughly examined and then the adapter should be properly seated.

Fig.4: Adapter properly positioned in side-frame

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Fig.5: Adapter properly located on bearing cup

v. Grease Leakage

In case of grease purging or leaking out of the bearing, check for visible damage to
seals. Grease leaking between the cup counter bore and the seal cage major diameter
(Location B in Fig. 6) may be an indication of a loose seal. Seal is loose if it can be
moved by hand or is cocked out of position. Grease leaking between backing ring on
the axle dust guard (Location C in Fig. 7) is an indicator of a loose backing ring and
a loose bearing. If a backing ring can be moved by hand on application of pressure it
is considered to be loose. Bearing with loose backing ring should be removed from
service. The break out diameter d1 of backing ring should not exceed 178.562 mm
(7.03") see clause 8.5.9.

Please keep in mind, in new mounted/installed bearing (either POHed CTRB or New
CTRB) Leakage of grease upto30 grams from seal and wear ring contact area is
normal and comes from the purging of seal prelube and the reliving of internal
bearing pressure. This should not be wiped away. It will “set-up”and stop further
leakage”.

Fig.6: Old grease accumulations (dried and covered with dirt)

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Fig.7: Grease leakage (shiny/wet appearance)-on side of dried grease

vi. Availability of adapter retaining nut and bolt in wide jaw bogie.

7.2 Examination in Sick-lines

7.2.1 When wagons pass through sick-lines for some repair or re-profiling of wheel tread,
the bearing should be subjected to external examination as listed in Para 7.1.1
above. In case if the bogie is lifted for any reason the bearing should be rotated
by hand and checked for any unusual sound due to raceway damage. Bearings
giving unusual sound should be removed from service.

7.2.2 Before re-profiling of wheel tread/ tyre turning, open out the axle end cap and
replace it with a dummy cover. The dummy cover can be made as per RDSO Drg.
No. WDIIA-8514/S-1(Annexure-V). Clean the axle ends thoroughly after tyre
turning. Take special care to see that no grit or swarf is left. Also check axle end cap
screw holes for any grit/swarf.

7.2.3 Mount the axle end cap and locking plate. Tighten the axle cap screws with torque
wrench. The torque specified is 40 kg-m. Bend the tabs of locking plate and finally
rotate the bearing, and check the condition of bearing seals and adapter.

7.3 Recommended Practices for ROH Depots:

1. Area where bearings are opened for UST of axle must have controlled
environment.
2. Proper visual examination of bearings to be done. Some important aspects to be
checked are as under:

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 G-81(Rev.-3)
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2.1 Overheating, such as discoloration or parts fused together.

Fig. 8: Phenomenon of discoloration due to overheating

2.2 Check for loose and/or missing cap screws.

Fig. 9: Missing Cap Screw

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2.3 Check that all tabs of the locking plate are properly bent up against the flats of the cap
screw in the loosening direction

Fig.10: Position of End Cap Srew

2.4 Inspect for damage or wear to the End cap from a displaced adapter

Fig.11: Damaged End Cap

2.5 Examine the bearing for welding damage or exposure to extreme heat, such as from a
cutting torch. Remove the bearing from service if you find any damage.

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2.6 Check for cracked or broken outer rings (also called bearing Cups).

Fig. 12: Damaged Bearing Cup

2.7 Inspect for a loose backing ring. If you can move or rotate the backing ring by hand,
remove the bearing from service.

Fig.13: Loose Backing Ring

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2.8 Check the backing ring for damage or wear from a displaced adapter

Fig.14: Damaged Backing Ring

2.9 Check whether the grease seal is displaced or cocked or has external damage

Fig.15: Cocked Grease Seal

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3. While carrying out wheel turning, the prescribed dummy/protective covers (as
mentioned in clause 7.2 (2) & shown in Drawing No. WDIIA-8514/S-1) on bearing shall
be used.

4. Proper tightening of End cap Screws with periodically (monthly) calibrated torque
wrench at specified torque may be ensured on wheel sets. The specified torque should be
maintained to 40 Kg-m (290 foot-pounds). The torque wrench must be maintained with
an accuracy of ± 4% (Maximum). Minimum 2 passes and maximum 5 passes to be
applied to ensure proper clamping. If any screw movement persists after 5 passes check
for any irregularity.

5. Handling of wheel sets to be done by using the prescribed lifting tackle and not by wire
ropes which can damage the grease seals.

6. In case bogie(s) are dismantled for any purpose, the Adapter must be thoroughly
inspected for soundness and wear. Gauging must be done as specified in clause 19.

7. Ensure the Adapter is properly placed on CTRB. Most bearings will “creep “in service,
creating two wear bands as pictured below. This is a normal condition that also causes
wear to the adapter’s seat pads

Fig.16: Normal wear bands

Wear bands that extend to the end of the outer ring (cup), as shown on the left side of the
image below, indicate an excessively worn adapter seat. A shiny edge at the extreme end
of the outer ring, as shown on the right side of the image below, is an indication that the
thrust shoulder is worn. Replace the adapter if either of these conditions exists.

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Fig.17: Excessive wear bands

8. Whenever wagons or bogies fitted with CTRBs require welding in ROH Depots/Sick
lines, special attention should be paid so that electric current does not pass through the
bearings. The earthing should be done very close to welding area and the earthing wire
should be tightly secured at both ends. Alternatively the earthing can be done with an
earthing wire/strip running parallel to the track instead of earthing with the rails. If
wagon is not properly earthed the current passing through the bearings will cause arcing
in between the rollers and the raceways leading to failure.

7.4 Overhauling of Taper Bearing

7.4.1 The overhaul includes the removal, cleaning, inspection, repair or replacement,
assembly of all parts and installation. Overhauling should be carried out at the
time of POH of wagon and also at the following occasions:-

a) Re-discing

b) When wagon has been submerged in flood, etc.

c) When Hot Box or Bearing failure has been reported on account of broken cup,
unusual sound etc.

d) Derailment: All the bearings of wagons involved in accident should be removed

and sent for servicing/overhauling in the workshop. The word 'Accident Involved'
should be painted on the outside of the cup of such bearings before sending to
workshop for detailed examination (Refer Para 8.6).

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 The workshops does the following works during POH of Cartridge Bearings:-

i. Disassembly
ii. Cleaning
iii. Inspection
iv. Reassembly

Major repairs like remachining/remanufacturing of the track raceway of cone/cup,

cage changing etc. is to be done only by the bearing manufacturer.

For rectification of defective bearings in Railway workshop refer to clause 13.0.

8. PROCEDURE FOR OVERHAUL

8.1 Removal of wheel set from the side frame.

8.1.1 Remove side frame key bolt and the key. Lift side frame and take out wheelset.
Remove adapter retaining bolt and nut (only for wide jaw bogies) and take out
adapter from the side frame.

8.2 Removal of Bearing from Axle

8.2.1 Clean the outside surface of bearing. Unscrew the axle cap screws from the end cap
and remove locking plate and end cap.

8.2.2 Attach pilot sleeve to the axle end or where press is used to the press ram. The details
of pilot sleeve are shown in Fig. 18.

Fig. 18

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8.2.3 Apply pulling shoe behind the backing ring. Hold it in position until the pressure has
been applied. Go on increasing the pressure to pull the bearing off the axle end. The
pressure may exceed 5 tons. A general arrangement for removal of bearing is
shown in Fig. 19.

Fig. 19

Fig.20: Position the bearing removal fixture on the bearing

assembly to be removed by tilting the pulling frame.

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8.2.4 Removed bearings should immediately be kept in a clean and dry place in a covered
room. Under no circumstances a bearing should be left in open to avoid ingress of
moisture/water causing severe rusting of the bearing.

8.2.5 The bearings should be very carefully handled. While loading/unloading the bearings
for transportation from one place to another or otherwise, care should be taken to
ensure that the bearings are not thrown one over the other. The bearings should
be carefully stacked one over the other as even a small impact is enough to damage
the bearing. Every bearing is precious – SO HANDLE IT CAREFULLY.

8.3 Dismantling of Bearing

After the assembly is taken out from the puller, remove backing ring, seal wear rings
and excess grease. The bearing is now ready for dismantling on the workbench.
Remove seals from both sides with the help of seal dismounting jig. The application
of seal dismounting jig is shown in Fig. 21.

Fig. 21: Seal Dismounting Jig

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The parts of seal dismounting jig and its details are shown in the Annexure- V ‘A’&
V ‘B’. Remove the inner ring assembly and Spacer from the outer cup. Alternatively
seal may be removed with pry bar as shown in Fig. 22. The details of pry bar given
in Fig. 23.

Fig. 22: Seal Removal Using a Pry Bar

Fig. 23: Pry bar

8.4 Cleaning of Components

After the dismantling of components remove the residual grease as much as possible
from the components before washing can be done by automatic cleaner, agitator or spray
system or by hand. White spirit or other suitable solvent should be used. Washing
medium should be filtered before reuse, at least once in a day. Overnight filtering is
one of the solutions.
Note: Alternatively automatic bearing cleaning plant has been discussed in
Annexure xx.

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8.5 Inspection of Bearing Component

Check each component carefully. Measure the dimension of components which have
been laid down by the manufacturer. Ref: Annexure VI for these dimensions.

8.5.1 End Cap

Inspect for cracks, breakage, wear and distortion of machined surfaces. Surface marked
C in Fig. 24 is critical as this comes in contact with the seal wear ring. Axle end caps
that are distorted, cracked or damaged should be scrapped.

Fig. 24

8.5.2 Cone Inspection (Inner Rings with Roller Cage Assemblies)

Inspect the raceways for staining, corrosion, pitting, heat discoloration, false brinelling,
spalling, indentation, electrical burns, cracks and embedded contamination (See Clause
18). The inner ring with roller and cage assembly should be placed on an inspection
stand. Sufficient light should be made available at the inspection stand. Sufficient light

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should be made available at the inspection stand. A feeler gauge probe or surface
roughness tester is inserted between the roller and cage at the large and small ends of
roller in turn. The inner ring is rotated on the inspection stand. Surface defects can be
noted visually or by any roughness felt through the feeler gauge probe as shown in
Fig.25 and 26.

Place the inner ring with the roller and cage assembly with back face (large diameter
face) down on a horizontal support. Measure the bore diameter at both ends 9 to 13 mm
from each face. The average bore dia shall not be more than 144.488 mm(5.6885") at
three locations (see 'd' in Fig. 24, 27) out of roundness should not exceed 0.076 mm
(0.003") as per Annexure VI.

Average out of roundness = (D Max - D Min)/2 < 0.076 mm (0.003")

Cone face wear depth shall not exceed 0.127 mm (0.005”) as shown in Fig. 28.

Measure the gap between the small flange of the inner ring and bore of cage flange in
two diametrically opposite location. If the total of the two sets of feeler gauges is 2.3
mm (0.090") or more, the roller assembly should not be returned to service. (See dim.
B1 & B2 in Fig. 24) i.e. B1 + B2< 2.3 mm (0.090").This is to be measured only for
Timken, Brenco/NEI& SKF make bearings.

Measure the gap 'A' in Fig. 24 between the roller and the cage.The assembly should be
rejected in case feeler gauge to the condemning dimensions given below can be
inserted:-
Make Condemning Dimension 'A'
TIMKEN, NEI/BRENCO, FAG, SKF 1.5 mm (0.06")

Place feeler of surface roughness tester between the roller and cage adjacent to
both the large and small ribs, rotate inner ring. Any surface defects can be
noted by roughness felt through the feeler gauge.

Fig.25: Inspection inner ring for defects

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By rotating the inner ring and observing the light area between roolers, the inner
race can be visually inspected. Additionally while rotating the inner ring, the
feeler gauge (as shown in Fig.25) can be used to inspect the raceway adjacent to
both the large and small thrust shoulders.

Fig. 26: Inspection stand (typical)

Fig.27: Checking inner ring bore with dial bore gauge

(Recommended method)

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Fig.28: Cone back face wear groove

8.5.3 Rollers

The contact area of each roller must be inspected for any damage or type of defects like
brinelling, spalling, smearing, indentation and corrosion etc. (See clause 18).

8.5.4 Outer Ring (Cup) Inspection

8.5.4.1 Counter bore

Check inside diameter of counter bores D1 in Fig. 24for the seal fit which should be
within 209.677 mm (8.255”) to 209.423 mm (8.245”) [See Annexure-VI]. Measure
the counter bores at both ends (see Fig 29, 30). The out of roundness should not exceed
0.127 mm (0.005").

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Fig. 29: Checking seal fit counter Fig.30: Master setting ring to
bore with dial bore gauge set dial bore gauge
(recommended method)

8.5.4.2 Cup Outer Diameter

Measure the outside diameter using a micrometer at the points where the adapter has
been in contact (See location 'A; in Fig. 31, 32) with the cup. The diameter should
not be less than that specified in the manufacturer's specification (Annexure VI). The
make wise limits of outside cup diameter are reproduced below:

Make Condemning Cup Outside diameter

mm (in.)
TIMKEN,BRENCO/NEI,SKF, FAG 220.345 (8.675)

Fig. 31: Normal wear bands

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Fig. 32: Normal wear bands

8.5.4.3 Wear Pattern

The maximum out of roundness should not exceed 0.127 mm (0.005") (See
Annexure-VI).

The wear pattern on the outer side of the cup should be studied because it reveals
excessive wear of adapter. Inspect cup for wear band due to an excessively worn
adapter at the ends. If wear bands extend upto the ends of the cup it reveals excessive
wear on the adapter (See location B in fig. 33). The adapter in such case should be
rejected.

Inspect rolling surface for any damage or type of defects like brinelling, spalling,
smearing or peeling, fragment indentation or electric burns (See Fig. 35& Clause 18).
Inspect for intensity of corrosion also.

Fig. 33: Abnormal wear of outer ring/Cup due to excessively worn adapter

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Fig. 34: Abnormal wear of outer ring/Cup due to excessively worn adapter

Fig.35: Rolling track of Cup

8.5.5 Cage

Check cage pocket clearance as given in the last two paragraphs of clause 8.5.2. Cracks
of any size on the cage especially at the corners of the roller pockets are cause for
scrapping roller assembly.
Cage once taken out cannot be re-used. Cage changing can be done by the bearing
manufacturer only and not by the workshops.

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8.5.6 Seals

Seals must never be reused. All used seals must be replaced with new seals.

8.5.7 Spacers

Spacers must be visually inspected for cracks, nicks and burrs. Cracked spacer must be
scrapped. Nicks and burrs on the end faces should be ground smooth. The end faces of
the spacer should be parallel within 0.025 mm (0.001") (See spacer in Fig. 24 & 36).
Width selection must provide for proper lateral clearance.

Fig. 36: Spacer width gauging

Fig. 37: Radial and Lateral Clearance indication

Note: Widths of Spacer decides bearing Lateral Play

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8.5.8 Seal Wear Rings

Seal wear rings must be visually inspected for nicks, cracks, or scratches on the outside
surface. The seal lip contact path must be smooth and free from any defects that might
damage the seal lip. Check seal wear ring for wear. If seal lip contact path worn to a
depth of more than 0.13 mm (0.005") they should be replaced (See seal wear ring in
Fig. 24 & 38). The wear ring and backing ring must fit tightly together. If worn to
the extent that there is no longer a tight fit, they must be scrapped (see 'F' in Annexure-
VI also). Seal wear rings with vent holes should be discarded if found during
maintenance /reconditioning.

Fig.38: Checking Seal wear ring groove depth

8.5.9 Backing Ring

Check backing ring break out diameter d1 in Fig. 39, which shall not exceed 178.511
mm (7.028") for Timken, Brenco/NEI, FAG & 178.562 mm (7.03”) for SKF. Check
backing ring for excessive corrosion. Scrap backing ring with break-out dia. which
exceeds the specified limits. Scrap distorted, cracked or heavily pitted rings also. Check
seal wear ring counter bore diameter d2 in Fig. 39. The counter bore must provide a
tight fit for seal wear ring. See G, H, I in Annexure-VI also. Backing rings with vent
holes should be discarded if found during maintenance/overhauling.

Fig. 39: Backing ring break-out (counter-bore) diameter limits

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8.5.10 Cap Screw

Check cap screws wear on threads, and for stretching or elongation. Reject and replace if
any defect is found. Cap screws which cannot be tightened to the recommended torque
must be scrapped. The new cap screws shall conform the size 1 " Dia-8 UNC-2A X 2-
1/4” Long having Hexagonal head and material shall be IS: 1367 (Part-3): 2002 Class P
8.8 (See Fig. 40). The cap screw threads should be properly cleaned and lubricated
before fitment. Cap screws having rusted threads should be used only after proper
cleaning and lubricating. Mating threads on axle end holes should also be checked,
cleaned and lubricated.

With clean and lubricated threads the major portion of the applied torque is used for
tension of the cap screw. Higher the amount of tension developed in the cap screw,
higher is the end cap deflection and better is the clamping of the bearing on the axle i.e.
better retention. A deflected end cap acts like a lock washer. In dry threads or rusted
threads a major portion of the torque is used up to overcome the friction. SO DO NOT
FORGET TO CLEAN & LUBRICATE CAP SCREW THREADS AND AXLE
END HOLES'
If bearing attended on ROH/POH Depot for investigation and the End Cap is removed
then tighten the cap screws for the recommended torque of 40 Kg-m. Repeat the torque
wrench pass until no further screw movement is detected. Ensure to use the properly
calibrated torque wrench. Apply minimum 2 passes & maximum 5 passes and bend the
tab of locking plate against the sides of bolt using adjustable rib joint pliers. It is
advisable to use new locking plate, whenever re-torquing is done.

Fig. 40: Hexagonal head Cap screw 1” dia-8UNC-2A x2 ¼” long

8.5.11 Locking Plate

Locking plate should never be reused. Whenever locking plates are removed they
should be replaced with new locking plates. Locking plate shall be as per RDSO Drg.
No. WD-87019/S-1 (Annexure-VII).

8.6 Accident Involved Bearings

Extra precaution should be taken during inspection of accident involved bearings in the
shop for brinelling, denting, cracks etc. on rollers and raceways (Refer Clause 7.4.1 d).

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8.7 Assembly of Bearing

After proper inspection of all the components they can be assembled. Care should be
taken that these parts do not get contaminated during assembly. So assembly should be
done in a proper place. Make sure that all components, tools and work benches are
thoroughly cleaned. Cover the parts with waxed paper, polythene sheet or similar
material whenever reassembly work is discontinued or delayed due to some reasons.
Never use cotton waste.

8.7.1 Bench Lateral

Improved rolling contact fatigue is the 'BENEFIT' of proper 'Bench Lateral'. Check the
unmounted play of the bearing assembly to make sure that the spacer has the correct
width. Use radial indicator mounted to a cam actuated hand operated device (Fig.41) for
checking the bench lateral. The bench lateral must be within as specified below:

Bench Lateral
With Hand Operated Device With Power Operated Device
0.51 - 0.66 mm 0.58 - 0.74 mm
(0.020 to 0.026 in.) (0.023 to 0.029 in.)

Fig. 41(a): Fixture for checking Bench lateral (recommended method)

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Fig. 41 (b)
8.7.2 Lubrication

Grease to be used should be clean and free from all kind of contamination. The grease
container should always remain closed. The grease recommended for use on CTRB of
freight stock shall be AAR approved in accordance with M-942-2004 or latest of AAR
MSRP Section H or Grease Approved by RDSO, in accordance with their specification
No. WD-24-MISC-2003 or latest.

Before applying the grease, clean all the equipment to be used for lubrication. Apply
grease to each single assembly and between the roller and cage assemblies in the
quantity as given below:-

Amount of grease& distribution of grease to be applied for Class ‘E’ bearing

Each Roller Assembly Between Roller Assembly Total + 30

(Each Cone assembly) (Around spacer) (Quantity per Bearing)
115 gram 170 gram 400+30 gram

Accurate lubrication system/device must be used to apply correct amount by weight of

lubricant and must be verified by measuring two samples per day. Quantity of grease
excess than the specified should not be applied, as excess quantity of grease causes
higher operating temperatures and also results in purging at the seal, thus giving false
indication of seal wear or seal damage. The lips of the seal should also be lubricated
with same grease, if not pre-lubricated by supplier. The recommended cone greasing
fixture and its details are shown in the Annexure-VIII, IX & X.

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8.7.3 Mounting of Roller &Cage Assembly & Fitment of Seals.

Use seal mounting jig for assembly of cone and seals. The three parts of Jig are:-

(i) Support Ring - in which the outer ring stands to keep it in an upright position.

(ii) Adapter Ring - transfers pressures directly to the seal base shoulder.

(iii) Installing Plate - may be required depending upon the type of press used.

Recommended dimensions of these parts are given in(Fig. 42).

Fig.:42

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Fig. 43 Fig. 44

Keep the support ring on the work bench and place the outer ring (cup) in its recess.
Keep the first cone assembly in the outer ring. Then keep seal in position and press into
the outer ring with the use of seal adapter ring as shown in Fig. 43 & 44). The shoulder
of the seal must be flush with or below the bearing outer ring face. Turn the unit upside
down and keep it on the support ring again. Insert spacer in position. Fill the space
between spacer and outer ring with grease as prescribed in Para 8.7.2. The procedure for
fitment of other outer ring is repeated as described above.

8.7.4 Fitment of Seal Wear Rings & Backing Ring

Slowly force the seal wear ring in position so that lips of seal expand and do not get
turned under. While mounting the seal wear ring, make sure that they are assembled with
the tapered end towards the bearings. Put the backing ring and other seal wear ring in
their respective places (See para8.5.8 & ‘F’ in Annexure- VI).

9. STORAGE & PACKING OF BEARINGS.

Special attention must be given to proper packing and storage of CTRB. All outer
surfaces should be coated with rust preventive. After servicing/ overhauling a triangular
card board as shown in Annexure-XI should be inserted in the bore to avoid
displacement of the spacer & to prevent lubrication loss. The complete bearing
should then be wrapped in polythene bags of minimum 400 mm width and 600 mm
length. The thickness of polythene should be 0.127 mm minimum. The packed bearings
should be kept in a container as shown in Annexure- XII.

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Complete bearing unit and components should be stored in a clean area with good
protection from moisture. Periodic inspection of the storage area should be made. As
the self-life of grease is limited, the bearing unit should be used in the order in which
they were stored, i.e., first in, first out (FIFO). The packages of new bearing should
be opened only before mounting. If they are opened for inspection etc. ensure that they
are carefully sealed again.

The bearings should leave the servicing room only in properly packed condition
even if they are to be used within the same premises/workshop.

10. INSPECTION OF AXLES BEFORE MOUNTING OF TAPERED BEARING ON

AXLE& MOUNTING OF TAPERED BEARING ON AXLE

Before mounting, the journal should be inspected in a clean and well-lit area. Check the
axles to make sure that they are fit for service. Axle bearing seat diameters, shoulders
and radii should be within tolerance and free from defects like sharp corners, burrs,
nicks, tool marks, scratches, corrosion, upset end/bulging etc. Axle bearing seat
diameters should be concentric with the wheel seat diameters. The cap screw holes in
the ends of the axle should be checked with a bolt circle checking gauge (See figure
46).

Fig. 45: Checking backing Ring Seat on Axle

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Fig. 46: Axle end thread checking Gauge

Method of measuring journal diameter for new and old axles is as under:-

10.1 For New Axles

Measure the journal diameter at three points A, B & C (See Fig. 47). Take three
readings, equidistant (i.e.1200 apart) around diameter at each point A, B & C. The three
circumferential readings taken at ‘A’ must be averaged and the average must be within
the tolerance shown below, or axle must be rejected. The same applies for points B & C.
Total nine readings have to be taken.
DO NOT AVERAGE ALL NINE READINGS:-

AXLE ALLOWABLE DIA - 144.564 mm to 144.539 mm

Fig. 47

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10.2 For Old Axles

Measure the journal diameter at the two bearing seat locations at three equidistant
points (i.e. 1200 apart) around the journal shown in cross hatched area (Fig. 48). The
three measurements at each individual bearing seat may be averaged to obtain the
average size, which must be within the tolerance given in Clause 10.1 above. DO
NOT AVERAGE ALL THE SIX READINGS.
NOTE: - There should be no abrupt changes or steps over the length of the journal for
either NEW or OLD axles.

Fig. 48

Dimensions (mm)
Journal of axle to RDSO A B C D
Drg. No.WD-89025-S-02 73 132.2 166.7 236.5

Fig. 49: Measuring journal diameter by snap gauge

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10.2.1 Journal Grooving From Inboard Seal Wear Ring

Groove in axle not over 0.05 mm (0.002") deep can be repaired by polishing with
abrasive cloth (80 grit or finer). No abrupt changes or sharp edges are permissible
(Fig. 50).

Fig. 50 Fig. 51

10.2.2 Measuring for Upset Journal Ends

Measure the journal diameter in the cross hatched area (Fig. 51). Take three readings
at 1200apart around the journal. Journal must never exceed 0.075 mm (0.003")
above maximum diameter in this area, but may be below the minimum diameter in
this area. Upset ends over 0.075 mm (0.003") may be corrected by only files,
provided surface roughness meets the specification.

10.3 Check fillet radius for proper seating of backing ring with template (See Fig. 52,
53). If feeler gauge can be inserted more than 10 mm (3/8") around the journal
periphery, the fillet must be corrected.

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Fig. 52

Fig.53: Checking of fillet with fillet gauge

10.4 Mounting of Tapered bearing on Axle

10.4.1 The bearing unit should be cold remounted, i.e. pressed on to the journal without
heating. A hydraulic type of mounting equipment is shown in Fig. 54.

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Fig. 54: Hydraulic Press (Bearing Puller/Installer)

To facilitate mounting, a pilot sleeve shown in Fig. 18should be used for pressing bearing
unit on to the journal. The mounting sleeve can either be separate or attached to the press
ram. However, it must be designed to ensure that the ram pressure is applied to the centre
of the mounting sleeve and squarely to the face of the seal wear ring. The recommended
dimensions of pilot sleeve and the mounting sleeve are given in Fig. 18and Fig. 57
respectively. Coat the journal fillet and portion of axle between wheel hub and the
fillet with lead free rust preventive (Spec. No. IS: 9862). Then coat the bearing seating
on the journal with heavy mineral oil (SAE 30/SAE 40) or Castor oil (See Fig. 55, 56).

Fig. 55

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Fig. 56: Journal fillet and Dust guard Coated with lead free rust preventive
&Bearing seat heavy mineral oil or Castor oil

Bolt the pilot sleeve to the axle end. Place the bearing unit on the pilot sleeve and slide it
up against the journal as far as it will go without using force. Now put mounting sleeve
(See Fig. 57) on the free end of pilot sleeve and roll the wheels and axle assembly into
position in the press. Check that journal and pilot end are square in all planes with the face
of the ram (See Fig. 58). Apply pressure from the wheel press ram. The pressure will
reach between 10 to 16 tons just before the backing ring alongwith the bearing butts
against the dust guard fillet. To ensure that the backing ring alongwith the bearing is
firmly seated against the fillet allow the pressure to built up to the final gauge
readings of 50 + 5tons held for 5 seconds to fully seat the bearing.

Fig. 57

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Fig.58

Fig. 59 Fig. 60

Fig. 61 Fig. 62

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When the final pressure has been reached, remove mounting tools and wipe the end of
the axle using a clean lint free cloth (No cotton waste is to be used). Assemble the end
cap, cap screws, and locking plate to the end of the axle (Fig. 61, 62). The cap screws
should be of High Tensile Steel to IS Specification 1367(Part-3): 2002 Class P 8.8. The
threads shall be to 1”dia 8 UNC- 2A x 2-1/4”Long’.

Torque wrench should be used to tighten the axle cap screws. The torque wrenches
should be calibrated at least once in a month. The recommended torque value is 40
kg-m (290 foot- pound). The locking plates to be used shall be as per RDSO Drg. No.
WD-87019/S-1 (Annexure -VII). The torque wrenches to be set to one fix value i.e. 40
Kg-m. Torque wrenches must be accurate within ±4%. Locking plate once opened
must be replaced with new one.

10.5 Mounted Lateral

Mounted lateral is CRITICAL to bearing performance. With correct mounted lateral

more rollers share the load as result peak loads on individual rollers are less (Fig. 63).
Excessive mounted lateral causes high peak roller loads (Fig. 64) as a result of fewer
rollers sharing the load. This reduces FATIGUE LIFE.

Fig. 63 Fig. 64

10.6 Check the mounted lateral play with a magnetic base dial indicator (See Fig. 65). Start
by pushing the bearing laterally towards the wheel hub and zero the indicator. Then
pull the bearing laterally away from the wheel hub to obtain the lateral reading. The
lateral play should be between 0.03 mm to 0.38 mm (0.001" to 0.015"). If lateral play
is somewhat less than 0.03mm but greater than 0.00 and the bearing can be rotated
freely by hand, the application is still satisfactory for service (See Fig. 66). If the
clearances are not in the limits, dismount the bearing for further inspection.

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Fig. 65: Checking mounted lateral

Fig. 66: Oscillating movement to the Cup during the pushing as well as
during the pulling phase

Lock the cap screws by bending all the tabs of the locking plate flat against the side of
the cap screw head. Do not bend the tabs against the corner and do not break them (See
Fig. 67).

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Bending locking plate tabs with Tabs bent against adjacent flats
rib joint pliers

Tabs bent against alternate flats Preferred bending when one tab is
centered on corner

Fig.67

11. FITMENT OF AXLE UNDER THE BOGIE

The axle after the mounting of bearings is ready for fitment under the bogie. Place the
adapter in between the side frame of wide jaw bogies hold it firmly and tighten the
adapter retaining nut and bolt. In narrow jaw bogies adapter retaining nut and bolt is not
used. Lower the side frame over wheel set. While lowering attention should be given to
avoid adapter retaining bolt head hitting the cup of bearings due to less clearance (See
Dim. A in Fig. 68). Hitting of retaining bolt head may cause breakage/denting of cup.

Whenever adapter seating marks are found to be confined on a limited circumferential

length on the outer cup, the bearing should be rotated so as to bring that portion of the
cup under the adapter which does not have adapter seating marks. This is to shift the
loading zone and in turn increase the life of the bearing.

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Fig. 68

Fig. 69

12. MAINTENANCE SPECIFICATIONS

The suppliers of Cartridge Bearings have recommended condemning dimensions of

components. These are reproduced in Annexure-VI.

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13. INTER-CHANGEABILITY OF BEARING COMPONENTS

The components like axle cap screws, locking plates and Grease seals are common
for all make of bearings. All other components viz. cup, cone, spacer, seal wear ring,
end cap and backing ring etc. of any two make, are not interchangeable. Precaution
should be taken that components of one unit do not get mixed up with components
of other unit of same make or of other make during servicing. However
cannibalization of parts of two defective bearings of the SAME MAKE is permitted.
However, to the extent possible, it may be ensured that cup and cones used in same
CTRB are of similar age profile (See Annexure- XIII).

14. BEARING MARKING

a) Marking of Overhauled Bearings.

Bearings that have been serviced during POH or otherwise because of rediscing, hot box,
accident etc. have to be permanently and legibly marked on the Cup/outer ring inner
diameter on the straight portion in the centre between the raceways as shown in Fig.
70 and also on backing ring as per details shown in Annexure- XIV. The marking
will include the date i.e. month and year and servicing workshop code/company's initial.

Example: - If the bearing has been serviced in Liluah workshop in April, 1985 the
marking will be 4-85- LLH.

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OUTER RING MARKING

NOTE: Reconditioning and remanufacturing

markings (encircled ‘R’ for
regrinding) must be on the inner
diameter of the outer ring on the
straight portion in the center
between the raceways. Caution
must be used to avoid nicking or
damaging the raceway surfaces.
Mark with a suitable scribing tool.
Electric etching or steel stamping is
not per mitted

Fig. 70

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b) Laser Engraving

i. In addition to above said marking, the laser etching marking of overhauling

particulars on Grease seal at location shown in Fig.73 (a) & 73 (b) at shall be done
by bearing overhauling workshops on each overhauled bearing to ensure
traceability.

Fig.73 (a) : Laser engraving machine and fixture for Grease Seal

Fig.73 (b) : Laser engraved marked on seal Case

(Note: The marking on Seal case will include the date i.e. month and year and
servicing workshop code.)

ii. Marking of overhauling particulars on backing ring of CTRB shall be done by

bearing overhauling workshops as per Annexure – XIV

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iii. Color marking (coding)/marking as directed by Railway Board vide its letter no.
2015/M(N)/915/32 dated 04-10-2017 (See Annexure–XIV ‘A’) shall be strictly
followed.

iv. In case, bearing mounting conducted by ROH depot in compliance of Railway

Board letter No. 2015/M (N)/951/32 dated 30/05/2016 in such case marking of
such mounted bearings shall be conducted by pneumatic cutter/ engraving machine
on the Cup as per procedure/location mentioned in RDSO,s drawing No. WD-
16048 (See Annexure-XIV ‘B’).

c) Marking of Remanufactured or Repaired Components.

i. Outer Ring/Cup

Outer ring with reground race must be marked as indicated in Para (a) with the additional
remanufacturing symbol encircled R i.e. ®. For example:- if the outer ring races of a
bearing have been remanufactured by M/s NEI/JP in Jan., 1990 and servicing has been
done by M/s NEI/JP in Feb., 90then the marking shall be 1-90 ® 2-90 (NBC). If the
bearing has been serviced by any manufacturing company like M/s NEI/JP the
manufacturers code has to be encircled, so as to clearly differentiate that the servicing has
been done by some company (See Fig. 70).

ii. Inner Ring

Inner ring which have been remanufactured (cage removed for inspection and/or operating
surfaces reground) must be marked on the end face following manufacturers identification
in the manner illustrated in Fig. 71.

Note: Encircled ® should be marked only when operating surfaces have been
reground

Example: - If cage has been removed for inspection and re-caging done by Timken India
in Oct., 1992 without any regrinding of the races, the marking will be 10-92. If regrinding
is also done, then marking will be (R) 10-92.

iii. Spacer

Space which have end faces re-machined must have the date (month and year) and the re-
machining Workshop/Company's initials marked on the outside diameter as shown in Fig.
72.

(d) New bearings, with no service mileage, which are removed from axles for inspection for
suspected damage must be marked as per Para (a) with additional marking of symbol 'N'
following the repairing Workshop/Company's code marking. All new bearing inspected
and marked as per this rule will be considered new bearing.

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Example: - If a new bearing with no service mileage has been opened for suspected
damage and found O.K. by RAINAPADU workshop in Jan. 1988 the marking will be 1-
88- RYPS-N.

Note: - Outer ring raceways and Inner ring operating surfaces can be reground only
once.

15. BEARING MAINTENANCE WORKSHOPS

For efficient maintenance, the work place should be well lit and sufficiently spacious.
The whole room, tools, benches and work places should be kept clean as even minute
particle entering the bearing during mounting would render the most efficient sealing
arrangement ineffective and cause premature failure. Maintenance should, therefore, be
carried out in a dust-free and dry environment. A general layout of the maintenance shop
is appended as Annexure XV& XVI.

16. HANDLING OF MOUNTED WHEEL SETS.

Handling of wheel sets after mounting cartridge bearings is to be done carefully. Special
attention is required during handling, transportation from workshop to Division or
Division to workshop. The cup and seals can be damaged due to:-

(a) Hitting of flange (See Fig. 74)

(b) Slinging more than one wheel set while lifting
(c) Loading in wagon without proper wedging.
(d) Slinging the wheel set over the bearings.

To ensure that no damage occur to the bearing, the following steps should be taken:-

(i) Wheel sets should be handled with a lifting tackle as per Sk. No. WD-
II-A-8513/S-1 (Annexure XVII).

(ii) The instructions given in SK. No. WD-II-A-8513/S2 should be

followed (Annexure XVIII).

Wheel sets with mounted bearings may be kept on single storage track overlapped as
shown in Fig. 75 to save space. With this arrangement the flanges of the wheels will not
contact either the roller bearing assemblies or axle bodies of adjacent wheel sets.

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Fig. 74

Fig. 75

Note: -Handle the bearing carefully so that Cup/Cone/ bearings components should not be
damage/ break.

17. WELDING OF WAGONS/BOGIES FITTED WITH CTRB

Whenever wagons or bogies fitted with roller bearings require welding in

Workshops/ROH Depots/Sicklines special attentions should be paid so that electric
current may not pass through the bearings. The earthing should be done very close to
welding area and the earthing wire should be tightly secured at both ends. One of the
proposed scheme of earthing is given in Fig. 76. However, do not forget to earth the two
bogie bolster ends of two bogies of the wagon prior to welding. If wagon is not
properly earthed the current passing through the bearings will cause arcing in

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between the rollers and the raceways leading to failure (also see para 18.7).
Alternatively the earthing can be done with an earthing wire/strip running parallel to the
track instead of earthing with the rails.

Fig.76

NOTE: -EARTH THE TWO ENDS OF THE TWO BOGIE BOLSTERS UNDER A
WAGON WITH THE RAIL PRIOR TO WELDING.

18. BEARING DAMAGES - DESCRIPTION

Following are some of the most common damages found in Cartridge tapered roller
bearing at the time of overhauling/reconditioning and inspection in bearing shop. If a
bearing has failed it is recommended that the reason for bearing failure should be
investigated so that corrective actions may be taken.

18.1 Flaking / Spalling:

Minute surface cracks are the first visible indication that flaking on the rolling surface
has started. Fatigue spalling or flaking originates as minute fatigue cracks and eventually
pieces of metal drop out. This occurs in the roller path of inner rings (cones) and outer
rings (cups) and in the roller surfaces.
It spreads up due to increase in stresses at edges of the spall. Metal fragments those
separated from the spalled area are carried in lubricant and causing increase in size of the
flaked area. There are so many reasons for flaking e.g. metal fatigue, abnormal loading
conditions, displaced adapters, grease contamination, lack of lubricant, impact load on
the bearing etc.

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Fig.77: Fatigue spall

Fig. 78: Spalling from misalignment, deflection or heavy loading

Flaked / Spalled Cone Assembly:

If the raceway of cone or a roller surface is spalled, the complete cone assembly should be
scrapped. However small pinhead size spalls on the cone raceway 2.4 mm x 2.4 mm (3/32”
x 3/32”) are acceptable as exception for further service.

Flaked / Spalled Cup:

As specified in AAR Roller Bearing Manual, incipient spalls on cup or cone can be repaired
using pencil grinder and fine abrasive wheel to grind away loose material and to remove
sharp edges of the spall. It is recommended to use spall limit gauge to determine maximum
repairable spall size.

Fig.79: Incipient spall acceptable after repair

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Not more than two spalls of maximum size 10 mm x 10 mm (3/8” x 3/8”) should be
repaired in a 50 mm (2”) circumferential section of the raceway and not more than four
spalls 1.5 mm x 1.5 mm (1/16” x 1/16”) or less in an equally large section. A bridge of 5
mm (3/16”) must be left between two spalls after grinding, except where the spalls can be
run together within the maximum dimension if one spall 10 mm x 10 mm (3/8” x 3/8”). The
maximum acceptable depth for spall is 3 mm (1/8”). If the spall size is more than 10 mm x
10 mm (3/8” x 3/8”) the cup must be rejected.

Fig.80: Incipient spall acceptable after repair

Fig.81: Large Spall (rejectable)

18.2 Brinelling

Brinelling are the surface indentation marks in raceways made by roller under impact load.
In other words, when rollers are forced into surface of either raceway while the bearing
was subjected to heavy impact loading beyond its capacity. If the length of a faint brinell
mark is less than half the width of raceway and if its width at the widest point does not
exceed 4mm (5/32”) the part is acceptable for service. If the length of the faint brinell
mark is more than half the width of raceway and it’s width at widest point does not exceed
2.4 mm (3/32”) the part is satisfactory for further service. Any number of brinell marks is
permissible. If the brinell marks exceed either of these limitations, the cup must be
rejected. Also if the part has heavy brinell marks having length more than half raceway
Width the ring must be rejected. It is recommended to use “Brinell width and Spall Limit
Gauge” to check width of the brinell mark.

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Fig.82: Showing Brinelling mark Fig. 83: Acceptable Brinelling

Fig.84:Acceptable Brinelling Fig. 85: Acceptable Brinelling

Fig.86: Brinelling not acceptable

18.3 Smearing & Peeling:

Smearing is transfer of metal from one surface to another as a result of galling. This may
be due to sliding of rollers on raceways due to adverse lubricating condition. If the cup,
cone or rollers has very shallow smearing less than 0.025 mm (0.001”) depth it may be
returned to service after polishing.

Fig.87: Smearing-Acceptable after Polishing

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Peeling is the condition caused by minute particles of metal peeling away from original
metal surface. Cup, cone & rollers having very shallow peeling depth 0.025 mm (0.001”) or
less on rolling surface may be returned to service.

Fig.88: Peeling-Acceptable

18.4 Stain Discoloration, Corrosion Pitting & Rust

The adjacent figure shows surface corrosion damage on raceways and rollers, of three
different intensities. Stain discoloration are caused by etching due to moisture or acidity in
the lubricant. Superficial stains & discoloration having no depth and which can be removed
by 180 grit abrasive or finer or wire brush are acceptable after polishing. Care should be
taken that metal is not removed from rolling surfaces. Corrosion pitting or rusting (black
corrosion lines or pit marks) which has advanced to severe pitting must be repaired by
polishing raceways and rollers. Slight pitting after polishing is acceptable. The cup or cone
assembly which cannot be repaired satisfactorily by polishing must be rejected.

Fig.89:Strain & Fig.90: Superficial Fig.91:Severe corrosion

discoloration water pitting
having no depth or acid etching

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18.5 Heat Discoloration

Color from faint straw to dark blue may be indication of overheating of bearing (Heat
discoloration should not be confused with lubricant stains or the dark coating used on
certain parts by some manufacturers). Parts should be rejected only if there is other
evidence of overheating. Overheating from an internal source generally originates in the
roller inner ring rib contact area and will usually be indicated by visible inner ring rib
and/or roller end face wear. Overheating from an external source would usually show
indications on both the outside and inside. If there is evidence of overheating, parts must be
rejected.

Fig. 92: Heat Discoloration

18.6 Fragment Indentations

Fragment indentations in the bearing may be caused due to lubricant contamination e.g. dirt,
dust and spalling debris passing over rolling surfaces. Bearing parts should not be rejected
for indentation marks present on raceways unless the damage is Such that roughness can be
detected when the bearing can be rotated by hand (See Fig.93).

Fig.93: Fragment Indentations

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18.7 Electric Burns

Surface damage from passage of electric current (causing localized craters, pits, fluting or
corrugatations). Pitting, shown in Figs. 94 and 95, is the result of electric current passing
through the bearing, such as when the ground cable is clamped to the rail or wheel for arc-
welding repairs on wagons/cars. Parts so affected must be rejected. Although only one pit is
shown in the below photographs, pitting may occur at several points simultaneously on any
or all bearings on the wagon/car when arc-welding is used for repair work, if the ground
cable is not clamped to or near the part being welded as recommended (See Para17).

Welders must attach the ground cable so that the circuit formed will not allow current to
flow through the roller bearings. Fluting or corrugations, as shown in Fig. 96, result from
electric current passing through the rotating bearing. The parts of bearings so affected must
be rejected.

Fig. 94 Fig. 95

Fig.94 & 95: Pitting, resulting from electric current passing through bearing (Bearing parts
affected must be rejected)

Fig.96: Fluting or corrugation, resulting from electric

current passing through rotating bearing (Bearing
parts affected must be rejected)

18.8 Nicks

Nicks are surface damages caused due to rough handling of bearing parts. Nicks present on
component can be corrected by use of oil stone, provided part is repairable and functioning
of part is not affected after repairing.

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18.9 Cracks & Fracture

A crack of any length/size is found on any roller, any location in inner ring/cone or outer
ring/cup or cage the component should be scrapped.

19. ADAPTER

Earlier wide jaw adapter were used on Casnub 22W and Casnub22W (M) bogies. In order
to reduce undamped mass of the bogie, 22 NL bogies were designed with narrow jaw
adapters these are under manufacture since 1990-91.

Instruction for inspection of Adapter has been exhaustively mentioned in RDSO manual
‘Instructions for Inspection and maintenance of Casnub Bogies Technical Pamphlet
No.G-95’. However for ready reference the main points have been reproduced below (also
see Annexure-XIX).
Adapter Drawings
1. Narrow Jaw Adapter for Casnub-22NL, Casnub-22NLB, WD-89067/S-9(Latest
Casnub-22NLC, and Casnub-22 HS Bogie. Alt.)
2. Wide jaw Adapter for LCCF 20(C) bogie for BLC wagons SK - 78527
(Latest Alt.)
Wide jaw Adapter for Casnub-22W Bogie without
Elastomeric pad and Casnub-22W (M) Bogie with
elastomeric pad.
3. Modified Adapter for Casnub-22W Bogie with Elastomeric WD - 85053/S-1
pad retrofitted. (Latest Alt.)

Note: Adapter shall not be welded at any location.

19.1 Inspection Of Adapters

When bogie are dismantled for any purpose adapter must be thoroughly inspected for its
soundness and wear. The inspection for wear shall include the application of gauges at
locations detailed in para 19.2 to 19.7.

19.1.1 Broken or cracked adapters must be scrapped. Repairing of adapters by

welding/brazing is not permitted.

19.1.2 Warped, distorted or twisted adapters must be scrapped. To check distortions, place
the adapters on the bearing cup and it must seat firmly on the cup without rocking or
pinching when hand pressure is applied.

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19.1.3 When adapters are worn to such an extent that ridges or grooves prevent proper
seating in side frame on the adapter or proper seating on cup, adapters must be
scrapped.

19.1.4 If the crown portion of the adapters has fully worn (up to the crown relief groove)
adapters must be replaced by new adapters (See Fig. 97&98).

19.1.5 Thrust shoulders of the adapters may show wear due to contact with ends of the cup.
When such groove exceeds 0.7 mm in depth at any point, the adapters must be
scrapped (See Figs. 98, 100).

19.1.6 Adapter machined relief must have 0.8 mm (1/32”) or greater depth (SeeFig.100).

19.1.7 Check full bearing seats of the adapter for wear by gauge (See Figs. 100, 104).
Excessively worn out adapters must be scrapped.

19.1.8 Adapters which are worn on one side between thrust lugs due to braking reaction, but
otherwise satisfactory must be reversed in direction when reapplied into the pedestal
frame. When both sides’ shows wear more than 3 mm (1/8”) do not reuse the
adapters.

19.1.9 Adapters must be checked for proper fit on the cup and in the pedestal before placing
in the bogie/truck frame.

Fig. 97

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Fig. 98

Fig. 99

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Fig. 100 A Fig. 100 B

Acceptable To Be Rejected

Fig. 100 C

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Acceptable To Be Rejected

Fig. 100 D

Fig. 101

19.2 Thrust shoulder

Wear limit 0.7 mm

Gauge : Wide Jaw Fig.102
Narrow jaw

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The thrust shoulders of used adapter may show grooves due to contact with the ends of
outer ring. The depth of such grooves shall be gauged by using gauge at Fig. 102. If at
any point on the periphery of adapter, the gauge touches i.e the groove is 0.7 mm, the
adapter shall be scrapped (See Fig. 100 C&103).

Fig. 102

Fig. 103

19.3 Adapter bore (bearing seat)

Adapter machine relief depth > 0.8 mm

Gauge : Wide Jaw Fig. 102

Narrow jaw

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Machined relief has been provided by the side of the bearing seats at different level.
When measured, machined relief depth shall be 0.8 mm or more. The gauge shown at
Fig.102 shall seat on the bearing seat without touching the machined relief. If the gauge
touches the machined relief, the adapter shall be scrapped. The adapter bearing seat must
be checked over full arc by this gauge (See Fig. 100 D&104).

Fig. 104

19.4 Adapter Crown Lugs:

Wear limit = 4 mm (either sides)

New Worn Wear Limit

(mm) (mm) (mm)
Adapter Crown lugs
(Narrow Jaw) 155.5 163.5 4

Adapter Crown lugs 156 164 4

(Wide Jaw)

To determine the amount of wear in the adapter outer and inner lugs use the gauge
shown in the Fig.105 for narrow jaw adapter and Fig. 106 for wide jaw adapter.

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With gauge in position as shown in figure 107, if a 5 mm thick shim can be inserted
between the worn lug and the gauge on either side at any point, the adapter should be
scrapped.

Before using the gauge, the Centre line of crown seat is to be marked taking the unworn
surface of the crown lugs as datum. While using the gauge, the Centre line of the gauge
and the marked Centre line of the crown seat should be kept in the same line. The gauge
should be moved for full length of crown surface to measure wear.

Fig 105: Gauge applicable for Narrow jaw adapter

Fig 106: Gauge applicable for Wide jaw adapter

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Fig 107: Adapter Crown lug Gauge application

19.5 Adapter Crown Seat:

Wear limit = 3.5 mm

New Worn Wear Limit

(mm) (mm) (mm)
Adapter bore seat to Crown seatof 26.2 22.7 3.5
Narrow jaw adapter
Adapter bore seat to crown seat of 48.5 45 3.5
Wide jaw adapter
Adapter bore seat to crown seat of 25.5 22 3.5
Modified wide jaw adapter

To determine the amount of wear on the adapter crown seat by using the gauge shown in
the Fig. 108 for Narrow Jaw adapter & Fig. 109 for Wide jaw adapter or Modified Wide
jaw adapter.

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The gauge should be applied as shown in Fig. 110. If a 4.5 mm shim can be inserted
between gauge 1 and gauge 2, it indicates the limit of wear and the adapter should be
scrapped.

Fig.108: Adapter Crown seat Gauge applicable for Narrow jaw adapter

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DIM Wide Jaw adapter Modified Wide Jaw adapter

(CASNUB-22W 22W(M)) (RETROFITTED CASNUB-22W)

A 76 53

Fig 109: Adapter Crown seat Gauge applicable for Wide jaw/Modified wide jaw adapter

Fig 110: Adapter Crown seat Gauge application

19.6 Adapter Side Lugs:

Wear limits = 3 mm (either sides)

New Worn Wear Limit
(mm) (mm) (mm)
Adapter Side Lugs 97 103 3
(Narrow jaw)
Adapter Side Lugs 130 136 3
(Wide jaw)

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To determine the amount of wear on the adapter side lugs by using the gauge shown in the
fig.111 for Narrow jaw adapter & fig.112 for Wide jaw adapter. To determine the amount
of wear on the side lugs with the gauge in position as shown in Fig. 113 .If a 4 mm thick
shim can be inserted between worn surface of the lug and gauge at either side at any
point, the adapter should be scrapped.
Note: Before using the gauge, vertical Centre line of each side is to be marked taking the
unworn surface of the side lugs as datum. While using the gauge, the Centre line of gauge
and the marked Centre line of the side of adapter should be kept in the same line. The
Gauge should be moved for the full length of worn surface to measure wear.

Fig 111: Adapter side lug Gauge applicable for Narrow jaw adapter

Fig 112: Adapter side lug Gauge applicable for Wide jaw adapter

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Fig 113: Adapter side Lug Gauge application

19.7 Adapter Sides:

Wear limit = 3 mm (either side)

Description New Worn Wear Limit

(mm) (mm) (mm)
Adapter Sides 181 175 3
(Narrow jaw adapter)
Adapter Sides 268 262 3
(Wide jaw adapter)

To determine the amount of wear on the adapter side by using the gauge is shown in Fig.
114/115. With the gauge in position as shown in Fig.114/115. If a 3.5 mm thick shim can
be inserted between the casting and the gauge at each end at any point, the adapter should
be scrapped. Before using the gauge, the centre line of the adapter side is to be marked on
the adapter sides taking the unworn surface of their adapter as datum. The gauge centre
line should be kept to fall on the marked centre line of adapter sides. Two 3.5 mm thick
shims are required to be used simultaneously.

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Fig 114: Adapter sides Gauge application on Narrow jaw adapter

Fig 115: Adapter sides Gauge application on Wide jaw adapter

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20. AT A GLANCE

CHECK LIST OF MEASUREMENTS/CHECKS TO BE CARRIED OUT

S. No Description Specified Dimensions/ Relevant

parameter in mm unless Clause.
otherwise stated
CTRB
1. Cone Bore/ID (max) 144.488 8.5.2
2. Cone Bore out of roundness (max) 0.076 8.5.2
3. Inspection of Cone Raceways by - 8.5.2
feeler gauge probe.
4. Gap between Inner ring & Cage
Flange i.e. B1 + B2 (max) (Only
for TIMKEN, BRENCO/NEI& 2.3 8.5.2
SKF Bearing)
5. Gap (A) between Cage Pocket
& Roller
TIMKEN, BRENCO/NEI, FAG, 1.5 8.5.2.
SKF
6. Cup Counter Bore D1
(a) Maximum 209.677 8.5.4.1
(b) Minimum 209.423
7. Cup Counter Bore out of 0.127 8.5.4.1
roundness (max)
8. Cup Outside Diameter (min)
TIMKEN, BRENCO/NEI, FAG 220.345 8.5.4.2
& SKF
9. Cup Outer Dia out of roundness 0.127 8.5.4.3
(max)
10. Inspect Cup for extended wear B in Fig.33 8.5.4.3
band.
11. Parallelity of end faces of Spacer 0.025 (max) 8.5.7
12. Wear limit for Seal Wear Ring Seal Lip contact path has
outer dia. (max) worn to a depth less than 8.5.8
0.13 mm (0.005”)
13. Bench Lateral:
With Hand Operated Device 0.51-0.66 8.7.1
With Power Operated Device 0.58-0.74

14. Amount of Grease to be Applied 400 +30 gram 8.7.2

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IRCAMTECH/G-81/REV-3/JULY 2019

15. Verification of Quantity of Grease Minimum two samples 8.7.2

per day.
16. Greasing of Seal Lips 10 gram (approx.) to be 8.7.2
applied, if not
prelubricated by supplier
17. Seal wear ring fitting into Backing Tight fit 8.5.8
Ring Counter Bore.
18. Backing Ring Breakout Diameter Average I.D not to exceed 8.5.9
178.511 (7.028”) for
Timken, Brenco/NEI,
FAG& 178.562 (7.03”)
for SKF
19. Backing Ring with vent holes Backing rings with vent 8.5.9
holes should be discarded
20. Machined Surface 'C' of End Cap - 8.5.1
in Fig. 24.
21. Wear on threads of Cap Screws No wear 8.5.10
22. Wear on threads of Axle End No wear 8.5.10
Holes
23. Cleaning & Lubricating of Cap To be done 8.5.10
Screws & Axle End Holes
24. Packing Polythene bags etc. 9
Axle
25. Journal size Journal of axle to DrgNo. 5
WD-89025/S-02
26. Journal Diameter of Axle 144.564 to 144.539 10.1
&10.2
27. Groove depth on Axle Journal 0.05 (max) 10.2.1
28. Upset End of Axles 0.075 (max) 10.2.2
29. Axle Fillet Radius with Feeler 10 (max) 10.3
Gauge
(Max. depth of insertion).
30. Axle Fillet Radius 38.1 10.3

31. Axle end Tapped hole Thread 1” – 8 UNC – 2B 5

Size
Mounting
32. Journal Coating
(a.) Fillet & Collar Dia. Anti-rust lead free 10.4
compound to IS: 9862
(b.) Bearing Seats Heavy mineral oil
(SAE 30/SAE 40) or
Castor oil

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IRCAMTECH/G-81/REV-3/JULY 2019

33. Mounting Pressure before 10 to 16 tons 10.4

abutment.
34. Final Mounting Pressure 50+ 5 tons 10.4
(Hold for 5 seconds for proper
seating)
35. Mounted Bearing Lateral play 10.5
(apply hand pressure only) 0.03 – 0.38 &10.6
36. Cap Screw Tightening Torque 40 kg-m 10.4
(apply minimum 2 passes)
37. Cap Screw 1” DIA-8UNC - 2A X 8.5.10
2-1/4” long &10.4
38. Torque Wrench Accuracy Must be within + 4% 10.4
39. Locking Plate Bent all tabs properly 10.6
40. Frequency of Calibration of Once in a month 10.4
Torque Wrenches
Adapter
(wear limit, mm)
41. Adapter Crown Wear - 19.1
42. Adapter Thrust Shoulder Wear 0.7 19.2
(max)
43. Adapter Machined Relief Depth 0.8 19.3
(min)
44. Adapter Crown Lugs 4.0 19.4
45. Adapter Crown Seats 3.5 19.5
46. Adapter Side Lugs 3.0 19.6
47. Adapter sides 3.0 19.7

Note: - All gauges should be calibrated /checked with Master Gauge at least once in a month.

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IRCAMTECH/G-81/REV-3/JULY 2019

Must change items at a glance

A. Must Change Items of CTRB/components during ROH

S. No. CTRB What to change in ROH Relevant Clause

Components

1. Locking Plate Used locking plate must replace with

new locking plate whenever Locking 8.5.11,
plates are removed/opened for UST of 10.4
Axle/Tyre turning of wheels etc during
ROH.

B. Must Change Items during Overhauling/Reconditioning of CTRB by Overhauling

Workshop

S. CTRB What to must change during Relevant Clause

No. Components Overhauling of CTRB in Workshop

1. Locking Plate Locking plate should never be reused. 8.5.11,

Whenever locking plates are removed 10.4
they should be replaced with new
locking plates.

2. Grease Seal Used Grease seal must replace with

new Grease seal whenever CTRB is 8.5.6
dismounting/Overhauling in
Workshop.

3. End Cap Screw Used end cap screw must replace with Annexure XIV A
new (Rly. Bd’s letter
no. 2015/M
(N)/951/32 dated
04/10/2017)
4. Grease Charge/lubricate CTRB with fresh 8.7.2
grease

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ANNEXURE-IA
(Refer clause-2)

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 G-81(Rev.-3)

ANNEXURE-I B
(Refer clause-2)

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 G-81(Rev.-3)

ANNEXURE-II
(Ref. clause - 3)

Fig. Seal case clearance outline and limiting dimensions

CTRB Class A B C D E F G H J K N P Dust lip Fluid Lip

’E’ Seal (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) dia. dia.
(6” X11”) Max. Min. Max. Min. Max. Min. (mm) (mm)

Specified
value 13.4 10.7 450 1.9 1.4 0.4 0.8 0.3 0.2 205.1 209.9 209.8 42 157.2 190.7 not not
(as per (max) (min.) (min) (min) (min) (max) (nom) (max) mentioned mentioned
Specification
M-959 AAR
MSRP-H)

M/s. Timken 13.157 10.7 450 1.9 1.4 0.4 - 0.8 to 1.58 0.3 0.2 205.638 209.956 209.83 41.63 - 182.04 156.31 to 155.24 to
Seal part to (min) 0.8 to (with sealant) (with sealant) (max) 157.15 156.41
No. 12.751 206.3
K -86861

M/s. SKF 13 - 10.7 45 0 +

1.9 1.4 0.4 - 0.8 to 1.2 0.3 0.2 205.1 209.9 209.82 41.03 - 157.14 to 189.92 to 156.4 to 155.4 + 0.5
1
Seal Drg. No. 13.4 (min.) 0.8 (min) (with sealant) ( with sealant) 41.63 157.18 190.68 156.7
MP 70113-
1100

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ANNEXURE- III A
(Refer clause - 5.1 a)

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 G-81(Rev.-3)

ANNEXURE- III B
(Refer clause - 5.1 a)

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 G-81(Rev.-3)

ANNEXURE- IV
(Refer clause - 5.1 b)

85 | P a g e
 G-81(Rev.-3)

ANNEXURE-V
(Refer clause – 7.2)

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87 | P a g e
 G-81(Rev.-3)

88 | P a g e
 G-81(Rev.-3)

ANNEXURE- V ‘C’
(Refer clause – 8.4)

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 G-81(Rev.-3)

ANNEXURE-VI
(Refer Clause – 8.5, 12)

Diameters are averages

AMOUNT OF GREASE
AAR BACKING
ROLLERASSEMBLY OUTER RING/CUP gram(oz.)
Approval RING
NAME OF
No. OUT OF MINIIMUM OUT OF MAXIMUM
THE FIRM MAX. BORE MINIMUM O.D. MAXIMUM EACH
(as on ROUND C. BORE ROUND C. BORE AROUND TOTAL
mm mm C. BORE ROLLER
April - mm mm mm mm SPECER QUANTITY
(inch) (inch) mm (inch) ASSEMBLY
2011) (inch) (inch) (inch) (inch) ± 30gm
144.488 0.076 220.345 209.677 209.423 0.127 178.511 115 170 400
TIMKEN 1A
(5.6885) (0.003) (8.675) (8.255) (8.245) (0.005) (7.028) (4) (6) (14)
BRENCO/ 144.488 0.076 220.345 209.677 209.423 0.127 178.511 115 170 400
5A
NBC (5.6885) (0.003) (8.675) (8.255) (8.245) (0.005) (7.028) (4) (6) (14)
144.488 0.076 220.345 209.677 209.423 0.127 178.511 115 170 400
FAG 32
(5.6885) (0.003) (8.675) (8.255) (8.245) (0.005) (7.028) (4) (6) (14)
144.488 0.076 220.345 209.677 209.423 0.127 178.562 115 170 400
SKF 23
(5.6885) (0.003) (8.675) (8.255) (8.245) (0.005) (7.030) (4) (6) (14)

0
ALL DIAMETERS ARE THE AVERAGE OF 3 MEASURRMENTS, 60 APART

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 G-81(Rev.-3)

CAGE INSPECTION/CAGE WEAR :- (E) SEAL WEAR RING LIMIT:- IF THE OUT SIDE SURFACE OF THE SEAL WEAR
PLACE ROLLER ASSEMBLY ON BACK FACE (LARGE DIA. FACE) RING IS CRACKED OR SCRATCHED OR IF THE LIP CONTACT HAS WORN TO A
WHEN CHECKING CLEARANCES. DEPTH OF 0.13mm (0.005”) i.e0.26mm (0.010”) ON DIA., THE SEAL WEAR RING
(A) IF THE ROLLER POCKET OF THE CAGE IS WORN TO THE EXTENT SHOULD BE SCRAPPED.
THAT A 1.5 mm (0.06”)FEELER GAUGE CAN BE INSERTED BETWEEN
THE ROLLER AND THECAGE BRIDGE, THE ROLLER ASSEMBLY (F) SEAL WEAR RING – FIT IN BACKING RING: - THE SEAL WEAR RING MUST
SHOULD NOT BE RETURNED TO SERVICE. HAVE A TIGHT FIT IN THE BACKING RING COUNTERBORE.
FOR KOYO BEARING THE ACCEPTABLE DIMENSION IS 2.0mm
(0.08”). (G) BACKING RING – FIT ON THE SEAL WEAR RING: - THE COUNTER BORE OF
(B) MESURE THIS CLEARANCE USING TWO SETS OF FELLER THE BACKING RING MUST HAVE A TIGHT FIT ON THE SEAL WEAR RING.
GAUGES. INSERT THE FEELER GAUGESBETWEEN THE SMALL RIB SCRAP BACKING RING WHICH ARE BENT OR DISTORED.
AND CAGE FLANGE AT TWO LOCATIONS
DIAMETRICALLYOPPOSITE. IF TOTAL OF THE TWOSETS OF FEELER BACKING RING – SIZE AND RADIUS (FITTED) :-
GAUGES IS 2.3mm (0.09”) OR MORE, THE ROLLER ASSEMBLY (H) CHECK BRAKE OUT DIAMETER.
SHOULD NOT BE RETURNED TO SERVICE.
(I) CHECK BORE RADIUS FOR EXCESSIVE CORROSION. LIGHT PITTING AND
(C) OUTER RING (CUP):-MINIMUM O.D. TO BE MESURED IN ADAPTER RUSTING IS ACCEPTABLE.
PAD WEARS AREAS. IF THE OUTER RING IS DISTORTED IN
THEAREAOF THE COUNTER BORE A CLOSE VISUAL INSPECTION OF (J) END CAP: -INSPECT FOR CRACKS, BREAKAGE, WEAR OR DISTORTION.
THE INSIDE AND OUTSIDE SURFACES IS REQUIRED. OUTER RING
THAT HAS HAIR LINE CRACKS MUST BE SCRAPPED. (K) SEAL:-SCRAP ALL USED SEALS AND REPLACE WITH NEW SEALS.
(D) SPACER WIDTH-BENCH LATERAL: - A SPACER MUST BE
SELECTED TO PROVIDE BENCH LATERAL AS SPECIFIED BELOW.

Power Driven Hand Operated Equipment

Equipment mm
mm (in.)
(in.)

0.58 -0.74 0.51- 0.66

(0.023” - 0.029”) (0.020” - 0.026”)

IF THE BEARING BENCH LATERAL IS NOT WITHIN THE ABOVE

LIMITS THE CONE SPACER SHOULD BE GROUND OR A NEW CONE
SPACER SELECTED TO PROVIDE THE SPECIFIEDBEARING BENCH
LATERAL.

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ANNEXURE-VII
(Refer clause 8.5.11, 10.4)

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 G-81(Rev.-3)

ANNEXURE- VIII
(Refer clause 8.7.2)

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 G-81(Rev.-3)

ANNEXURE- IX
(Refer clause 8.7.2)

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 G-81(Rev.-3)

ANNEXURE- X
(Refer clause 8.7.2)

95 | P a g e
 G-81(Rev.-3)

ANNEXURE- XI
(Refer clause 9)

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 G-81(Rev.-3)

ANNEXURE- XII
(Refer clause 9)

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 G-81(Rev.-3)

ANNEXURE- XIII
(Refer Clause – 13)

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 G-81(Rev.-3)

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 G-81(Rev.-3)

ANNEXURE- XIV
(Refer Clause – 14)

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 G-81(Rev.-3)

ANNEXURE- XIV ‘A’

(Refer Clause – 14)

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 G-81(Rev.-3)

102 | P a g e
 G-81(Rev.-3)

ANNEXURE- XIV ‘B’

(Refer Clause – 14)

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 G-81(Rev.-3)

ANNEXURE- XV
(Refer clause 15)

104 | P a g e
 G-81(Rev.-3)

ANNEXURE- XVI
(Refer clause 15)

105 | P a g e
 G-81(Rev.-3)

ANNEXURE- XVII
(Refer clause 16)

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 G-81(Rev.-3)

ANNEXURE – XVIII
(Refer clause 16)

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 G-81(Rev.-3)

ANNEXURE- XIX

LIST OF MAIN GAUGES FOR CTRB AND ADAPTER

S. Photo or Sketch of Gauges Name of Uses of Gauges
No. Gauge

Dial bore
1. gauge

(See clause 8.5.2/ 8.5.4.1)

Feeler
2. gauge
See clause 8.5.2

Seal wear See clause 8.5.2

ring groove
depth
gauge
3.

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 G-81(Rev.-3)

4.
Adapter
Crown Lugs
Gauge

(See clause 19.4)

5.
Adapter
Crown seat
Gauge

(See clause 19.5)

6.
Adapter
side lug
Gauge for
Narrow
jaw adapter

(See clause 19.6)

7.
Adapter
side lug
Gauge
for Wide
jaw adapter

(See clause 19.6)

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 G-81(Rev.-3)

8.
Adapter
sides
Gauge for
Narrow
jaw adapter

(See clause 19.7)

9.
Adapter
sides
Gauge for
Wide jaw
adapter

(See clause 19.7)

Adapter
10. Wear
Gauge

(See clause 19.2 &19.3)

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 G-81(Rev.-3)

ANNEXURE- XX

In the area of cleaning of CTRB and its components eco-friendly M&P and efficient
synthetic chemicals are being used in JUDW and RYPS Workshops, the details about
M&P and chemicals are written bellow.

 Bearing Washing Plant JUDW

 Capacity: 200 no. bearing cleaning per eight hour shift

 Three types of chemicals are being used in bearing washing
plant
a. Cleaner : Alkaline cleaner
 Properties of cleaner:
I. Soluble in water
II. PH Value ≥ 12
III. It is not health hazardous
IV. It does not affect ferrous base material
during use
Make: Unikleen 15R, Orion -355 or
equivalent

b. Rust Inhibitor: Alkaline Chrome Salt

 Properties of Rust Inhibitor:
i. It has corrosion prevention characteristic
ii. Soluble in water
iii. PH Value ≥ 12
iv. It is not health hazardous
v. It does not affect ferrous base material
during use
Make: Unikleen 500, Orion IP-500 or
equivalent

c. Millipore Patch Test Solvent: Alkaline Chrome Salt

 Properties of Millipore Patch Test Solvent:
I. Assay(GS), Isomers & Methylcyclopantane
Max: 98.5%
II. Residue after evaporation max:10ppm,
III. Sulpher compound: max 0.005%, Thiophene:
passes test.
IV. Water: max 0.1%
Make: Haxane, Orion or equivalent

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 G-81(Rev.-3)

Bearing Cleaning Plant – Operation Sequence

Switch ON Servo Stabilizer & Control panel.

Switch on the control logic.

The oil skimmer starts automatically at the early morning with help of PLC
programming and by real clock timer and it will skim oil from the washing solution tank
because the oil will be easy skim effectively when the washing solution is idle. It will
run for the desired pre set time and it will switch OFF automatically.

(The real clock timer works if when the control panel and control Logic are always
switched ON).

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 G-81(Rev.-3)

The Electric Immersion heaters starts automatically at the early morning with help of
PLC programming and by real clock timer and it will heat the washings solution, rinsing
water to the required set temperature and further the temperature controller will maintain
the set temperature automatically. Maintain the temperature in the range of 60 to 80 deg
Centigrade plus or minus 10 deg centigrade.

(The real clock timer works if the control panel and control Logic are always switched
ON).

Check the PH value by the operator manually with the Help of PH meter and maintain
the PH value as recommended at starting of the every shift.

Ensure the Pneumatic Air Line pressure and it is in open condition to operate pneumatic
system properly.

Load the input bearing from the centrifugal machine in the pallet with the help of JIB
crane and further the pallet with bearing loaded on the bearing cleaning plant rotary table
with the help of jib crane.
Switch ON the cleaning cycle by push button station in front of the machine easy access
to operator.
Pallet moves with help of motorized gear drive conveyor mechanism automatically in to
cleaning cabin and properly located inside the cleaning cabin.
The door closes automatically with help of pneumatic cylinder or by gear box type. After
door closes properly it is ensured by limit Switch and door reads switch for safety
interlock.

The Bearing with pallet rotates with help of geared drive rotary table and also washes
solution pump starts and de-greasing will be carried out for the desired cycle time.

Fume Exhauster will start automatically and to exhaust and evacuate the steam fumes
which are generated due to hot washing solution spraying the inside closed cleaning to
the atmosphere and it will stop after some time delay of completion of the cleaning
cycle.

The Oscillating lance with spray nozzle will oscillates with the help of geared motor in
3Dimensional arrangement hence all around the pallet and bearing will covered in top
vertical , bottom (X,Y,Z Axis) and washing solution.
After washing solution time is over it stops automatically and next process, hot water
rinse spraying will be carried and parallelly the rust solution with inject in the rinse hot
water by means of metering diaphragm pump which has separate lance arrangement.
Separate lance arrangement for Hot water rinse with rust preventive solution will spray
for the desired set time.

113 | P a g e
G-81(Rev.-3)
.

While the hot water rinse is undergoing the rinsed hot water will be drained in to the
wash solution tank for making up water to replenish the losses in the wash solution
evaporation and etc.
After completion of hot water rinse with rust preventive solution spraying process.
Door Opens automatically after door open ensured by the read switch and limit switch.
The Pallet with cleaned bearing moves towards the unloading station with the help of
motorized gear drive conveyor automatically.
Unload the cleaned bearing with the pallet with the help of Jib crane for further process
and load the next charge load which is ready for loading with the help of Jib Crane.
After that go the next cycle as similar.
While the cleaning process is undergoing for the next charge load the bearings to the
loaded in the pallet and kept ready to load on the rotary table of the bearing cleaning
plant .
The Automatic Sludge Removal drag scrapper conveyor starts by separate Switch in the
control panel at the end of the shift and it will stop automatically by pre set time as
programmable in PLC.

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ANNEXURE- XXI

About Next GenerationCartridge Tapered Roller Bearings

Class ‘K’ (6½”X9”)

►RDSO’s STR No. AB/RB-41-2016 for Class ‘K’ (6 1/2” X 9”) Cartridge Tapered Roller
Bearings for freight stocks fitted with Light Weight Low Height (LWLH) bogies (Narrow
Jaw) for 25t axle load application

►Minimum ‘L10’ life of CTRB Class ‘K’ is 16 lackm whereas Class ‘E’ is 10 lackm.

► Fretting index for CTRB ‘K’(6 1/2” X 9”)is 0.5 where as for Class ‘E’ (6” X11”) the same is 1,
hence lesser tendency for fretting wears of ‘K’ axle journal.

►CTRB ‘K’ (6 1/2” X 9”) shall befitted in Axle to RDSO drawing No.WD-15020/S-02 for 25t
axle load application.

► CTRB ‘K’ (6 1/2” X 9”) wheel sets shall be fitted in ‘LWLH BOGIE’ TO RDSO Specification
No. WD-40-LWLH25 BOGIE (‘K’ CLASS)-2015

.0
CTRB Class ‘K’ (6 ½” X9”) Service Limits

Diameters are averages AMOUNT OF GREASE

Make/ gram
Bearing BACKING (oz.)
ROLLERASSEMBLY OUTER RING/CUP
Class ‘K’ RING
(6 ½”X 9”) OUT MAXIMU
OUT OF MAXIMU MINIIMU EACH
MAX. BORE MINIMUM OF M TOTAL
ROUND M C. M C. ROLLER AROUND
mm O.D.mm ROUND C. QUANTITY
mm BOREmm BOREmm ASSEMBL SPACER
(inch) (inch) mm BOREmm
(inch) (inch) (inch) Y
(inch) (inch)

BRENCO
157.175 0.076 249.555 238.252 237.998 0.127 191.211 170 15 355
(AAR-28&
(6.1880) (0.003) (9.825) (9.380) (9.370) (0.005) (7.528) (6) (1/2) (12½)
31)

TIMKEN 157.175 0.076 249.555 238.252 237.998 0.127 191.211 57 170 284
( AAR-27) (6.1880) (0.003) (9.825) (9.380) (9.370) (0.005) (7.528) (2) (6) (12)

115 | P a g e
 Part-1
Check list for investigating Brake Binding/Flat tyre case in Freight Stock

A. General Particulars:

Date Block Section /Kilometres.

Division Section Blocked (time)
Time of reporting Signal aspect
Caution order with Speed
Section
restriction if any
Brake binding detected by
Name of SSE/JE investigated
(Desg. /Dept./Station)
Place of detection Wagon allowed/Detached

B. Train Particulars:
Train Number Loco Number
Load/Tonnes Banker No if attached
BPC issuing Station Air drier in loco
Rly/Div. Working/isolated
Moisture/oil/dirt content in
BPC Date / % compressed air in loco
(check MR drain)
Pressure in Loco
BPC No
BP/FP/MR/AFI
BPC valid up to CC/PM/End To End
Type of brake system
Last Loading/Unloading
(Conv./BMBS/Mixed)
Type air brake Siding/Div./Rly & Date of
(Single/Twin) loading. /unloading
GDR check
If yes (Sdg. /Div./Rly & date)
(Yes/NO)
C: Crew Details:
Loco Pilot's Name HQ
Qualification Safety Category
Date of Appointment Nominated LI
Train Manager's Name HQ

D: Affected Wagon details:

Empty/ R/ Type of Make if
Positio Defect & Position of
S. Wagon Loade Date brake BMBS
Class Rly POH ROH n from Affected wheel in
No No d Conv. /
Loco wagon
(E/L) BMBS
1
2
E. Check List for investigation:

Standard Culprit Culprit

S.
Description Observation parameter/ Wagon Wagon
No
Ref S. No no.1 no.2
1 Affected Wagon number
Wagon detached
2
(Yes/No)
Brake binding of wheel All wheel/
3 (Mention position of Leading or trailing bogie/ 1
wheel w.r.t DV) One wheel set
Effect of brake binding Flat tyre /Skidded wheel
4 /Metal deposit/ No flat
tyre
If Flat tyre Mention size of flat tyre 2
5
in mm
6 Brake block gripping Jam/lose 3
Brake Cylinder piston Piston Fully
7 outside/partially 4
outside/inside
Brake cylinder Check after
dropping min
8 Ok/Leaking
1 kg/cm2 BP
pressure
Piston movement Smooth/Jerky/Not
9 5
working(jam)
Piston stroke For loaded-
10 6
For empty-
Hand Brake wheel Fully ON/Fully
11 7
OFF/Partially ON
Distributor Valve (DV) Working
12 condition/Isolated/Leakin 8
g/Malfunctioning
If DV malfunctioning-
No dust/Dust available
13 Condition of dirt 9
(check by opening
collector
Performance of DV Application
Check by dropping & time:18-30 sec
14
creating BP pressure Release
time:45-60 sec
15 SAB ‘A’ dimension Check with scale 10
16 SAB ‘E’ dimension Measure with tape 11
Empty-Load box handle In loaded position/Empty
17 12
position position
18 Empty load box setting OK/Disturbed 13
Functioning of LSD Working/By passed
19 (if fitted with LSD) /Leaking/Missing or dis 14
connected
LSD plunger gap with Std:16-18 mm
20 Correct/not correct
stopper in empty wagon
End Pull rod hole setting Leading trolley & trailing 16
21 (as per wheel diameter) trolley (Correct/Not
correct)
22 Working & type of SAB OK/Defective/Type 17
Long pull rod size
23 18
24 Short pull rod size 18
25 Length of Control rod 19
26 Brake gear linkage Standard/Non standard
27 Truss bar Ok/ Bent
Condition of pocket OK/Obstructing the
28
liner movement
Condition of Brake Available/worn out
29 Block beyond condemning 20
limit/missing
Brake block position on OK/Partially
30 wheel tread outside/entangle with
wheel
Pressure leakage from
31 Name the part leaking.
any air brake equipment
For BMBS fitted wagons
32 BMBS Brake cylinder OK/Leaking
33 Make of BMBS Escorts/KBIL/Other
34 Piston stroke 6
35 BC Flexible hose OK/Leaking
36 BC isolating cock Open/isolated
37 Gap between sensor arm
& side frame Measure with scale 21
(in idle condition)
38 APM mounting bracket
OK/Leakage
connecting pipe
39 Hand brake position Released/Fully
22
ON/Partially ON
40 Any other defect other
than above which may Specify if observed any
cause brake binding/flat other defect
tyre

Concluded cause of brake binding/Flat tyre:

Responsibility;

JE/SSE (C&W)
Name/Desg./Place/Div.
Mob No.
 Part-II

Detail & additional Information of Check list.

S.No1 Wagon wheel identification & numbering:

Ref: RBs L. No. 2022/M(N)/951/28-Part (1) dated 03.08.2022

S.No.2 Measurement of flat tyre

Ref: HQ/CR L. No. M.102.C&W dated 23.03.2001
 Max. permissible flat tyre =60 mm (for wagons fitted with 1000 mm diameter wheel) Ref: Rev WMM, Para 606 F
 Max permissible flat tyre=50 mm (for wagons fitted with 840 mm diameter wheel)-Ref: as per RDSO file no.
RDSO-MW0LKO(WD-I)/1/2020-O/0 PED/SW/RDSO Para 3.6.4
S.No.3 Brake block gripping:
Check gripping of brake block by following method:

1. Hold the top edge of brake block by hand & try to oscillate TO and FRO. Check brake block for any
movement. If no movement than brake block is firmly gripping with wheel/Jam.
2. Tap the wheel with wooden handle hammer (small) gently and hear the sound.
Dull sound indicates firmly gripping/Jam
Eco sound indicates brake block lose (No firm gripping).

S.No.4 Brake cylinder piston:

Checking of brake cylinder piston:
 Observe the shining part on piston.
 If shining part of piston is visible (in any distnace) indicates piston not fully released condition.
 If shining part of piston not visible, indicates piston in release condition.
 Piston in fully released condition the centre of brake cylinder fulcrum bracket and piston rod eye shall
be 782±5 mm
 Piston partially applied condition

Piston fully released condition

S.No.5 Checking brake cylinder Piston movement

 Observe the movement of piston both in brake application & release condition.
 If piston smoothly moves outward & inward-Piston movement OK
 If piston takes jerks (stopping & moving) while moving outward & inward -Piston jerky (defective)
 If brake cylinder not sense BP pressure or if there is no movement of piston even after BP pressure drop-BC
defective.

S.No.6 Piston stroke for different stock is as under;

Stock In Empty In loaded

BOXN, BCN/BCNA, BRN, BTPGLN 85 mm ± 10 130 mm ± 10
BOXNHL, BCNHL 85 mm ± 10 120 mm ± 10
BTPN 85 mm ± 10 130 mm ± 10
BOY 90 mm ± 10 135 mm ± 10
BVZC 70 mm ± 10
BOBRN 100 mm±10 110 mm±10
BOBYN 100 mm±10 110 mm± 10
BLC 95 mm ± 10 120 mm ± 10
BVZI 32 mm
BOSTHS, BOBSN 85 85 mm ± 10 130 mm ±10
ALL TYPES OF WAGONS fitted with BMBS 54 mm ±10
(KNOR BREMSE DESIGN)
ALL TYPES OF WAGONS fitted with BMBS 55 mm ±10 70 mm±10mm
(ESCORT DESIGN)
S.No.7 Hand Brake wheel position.

Checking of hands brake:

 Rotate hand brake wheel anti clock wise direction, i.e., towards OFF side.
 If rotation of hand wheel is more than half of the wheel, than it is suspecting partial application of
hand brake.
 If there is no movement/rotation of hand brake wheel-indicates hand brake in
 release position
 For hand brake release: Rotate hand brake wheel
towards OFF side i.e., rotate hand brake wheel on
anti-clock wise direction.

For hand brake application: Rotate hand brake

wheel towards ON side i.e., rotate hand brake
wheel - clock wise direction.

For hand brake in fully release condition ensure;

 Hand brake connecting rod in lose
condition.
 The hand brake vertical floating lever
pin(bottom) should have gap from the end
of slot
 No shining part of piston visible

S.No.8 Condition of Distributor valve (DV)

Check the DV for following condition:

 DV isolating cock in working position or in isolating position.
 DV isolating handle or manual release valve OK or missing
 Leakage of DV through release valve, pipe bracket, isolating handle or any other location of DV or
pipe bracket

C3W type DV KE Type DV

DV -isolating handle in working

DV handle in isolated condition

S. No. 9 Performance of DV
For conventional & BMBS air brake system
1 Brake application time 18-30 sec
2 Brake release time: 45-60 sec
S.No.10 SAB A dimension for different stock: (Ref: Rev Wagon maintenance manual
Stock A dimension
BOXN/BCN/BTPN/BRN 70± (+2-0) mm
BFKI 60 (+2-0) mm
BLC 72 (+1-2) mm
BOBRN 27(+2-0) mm
Functioning & setting of ‘A’ dimension (Ref: Tech Pamphlet G-97)
This is the distance between the slack adjuster barrel and control rod head, measured when brake is in fully
released condition. This called as ‘control dimension’ because this is the pre-determined dimension according
to which the slack adjuster pays out/takes up the slack in the brake rigging.
Adjustment of “A” dimension:
Assemble the slack adjuster (SAB brake regulator) on the bogie brake rigging. Ensure that the hand brake
and brake cylinders and the brake rigging are vin fully released condition and proper working order. Apply
and release the brakes few times and again ensure that the brake rigging in fully released condition. Check
the “A” dimension, if found correct secure the pins correctly.
If found more, dis connect the control rod from its bracket and lengthen it by rotating ant clock wise. If found
less, shorten its length by rotating it clock wise. One full rotation of the control rod will alter the “A”
dimension by 2 mm. Fix the control rod in its bracket and apply and release the brakes few times and again
ensure that the brake rigging is in fully released condition. Check the “A: dimension. Adjust if it required &
test. Secure the pin when found correct. “A” dimension to be correctly set to maintain the correct piston
stroke and in turn the correct the brake power. Rotating the SAB or slack adjuster barrel will not alter the A
dimension. Once set correctly shall not alter it during service.
S.No.11 E dimension for wagon: (Ref: Rev Wagon maintenance manual Para:712 B Chapter 7)
Type of SAB E dimension
IRSA-600 555-575 mm
IRSA-750 560-585 mm

S.No.12 Empty Load box handle position:

Empty Load box handle position

E/L box in Empty position

 E/L box in loaded position

If E/L box linkage marking plate or adjusting handle

missing, check position of connecting rod linkage as
shown in photo. If it is away from E/L box, it is in
empty condition

If E/L box linkage marking plate or adjusting handle

missing, check position of connecting rod linkage as
shown in photo. If it is towards the E/L box, it is in
loaded condition.

S.No.13 Setting of Empty Load box device:

 Functioning & setting of Empty Load Box device (Ref: Tech Pamphlet G-97)
It is a mechanical device, which enables to provide two different leverage ratios to the brake rigging of the
wagon for the empty and the loaded conditions. The braking force required to stop a train within the
permissible stopping distance depends on the load of the train. As the load increases more brake power is
required and as the load decreases, less brake power is required to stop a train. So the brake power should be
increased or decreased according to the requirement by changing the brake leverage ratio. To enable this, the
EMPTY-LOAD box is provided on the wagon in between the brake cylinder and the brake blocks in the brake
rigging. The position of the changeover lever of the E/L Box is to set to ensure correct brake power according
to the gross weight as given. Below less than 42.5 T-in Empty position and 42.5 T and above-in Loaded
position brake.
 The Load Empty device consists of two horizontal levers (one live and the other dead) and is connected by
means of empty & load tie rods. When the handle is kept in empty position, the empty tie rod is connected
with the system and in turn provides the low leverage ratio, thereby gives lesser brake force. When the handle
is kept in loaded position, the loaded tie rod is connected with the system and in turn provides higher leverage
ratio, thereby gives higher brake force as required.
Resetting of Empty/Load Box:
Release the brake rigging completely including the release of hand brake fully. Ensure horizontal levers can
move freely. Keep change over lever in ‘load’ position. Shift lock nuts and washers of sleeve nut as far as
possible. Rotate sleeve nut and tighten empty tie rod fully. Then rotate sleeve nut slowly in reverse direction
to lengthen empty tie-rod. Stop rotation as soon as the end of the “live horizontal lever” starts moving.

Carry Out Test.

Tighten lock-nuts and bend lock washers. Testing the load-Empty for its effective functioning.

Keep the changeover lever in ‘Empty’ position, a clear click sound should be heard. Apply the brake and tap
the empty tie rod pins. It should be tight. Tap the load tie rod pins, they should be loose. If tight, the
adjustment is wrong and indicates the sleeve nut might have been tempered with. Release the brake and keep
the changeover lever in loaded condition and apply brake. Tap the load tie rod pins, they should be tight. Tap
the empty tie rod pins, they should be loose. If not adjust the empty tie rod as given above.

S.No.14 Functioning of LSD (Load Sensing Device):

LSD in proper working position
 LSD hose by-passed

S.No.15 LSD Plunger gap (Ref: Rites manual for flat wagon-Para 5.10.2.2(g))
LSD plunger gap measured between bottom of plunger & top surface of stop plate. The gap shall be 16mm-18 mm

S.No.16 End pull rod hole adjustment

End pull rod hole adjusted at ‘A’ hole when wheel

diameter between 1000 mm to 982 mm (Wagons
fitted with 1000 mm wheel diameter) & 840 mm to
829 mm (Wagons fitted with 840 mm wheel
diameter)

End pull rod hole adjustment at ‘D’ hole when

wheel diameter between 943 mm to 925 mm
(Wagons fitted with 1000 mm wheel diameter) &
804 mm to 793mm (Wagons fitted with 840 mm
wheel diameter)
 Set the end pull rod hole as per wheel diameter.

For all air brake except BLC Palm end hole position A B C D E
(WMM para 827-III)
Wheel diameter of 1000- 981- 962- 943- 924-
G+97 fig:33
tread 982 963 944 925 906
Palm end hole position A B C D E
For BLC wagons
Wheel diameter of 840- 828- 816- 804- 792-
(RITES manual FIG:2.37)
tread 829 817 805 793 780
Note: A hole extreme outer end hole & E hole inner hole.
1) for all casnub bogie : Gap between hole is 57 mm & hole dia-29 mm (Ref SK:69597)
In BLC wagon: Hole diameter 29 mm, gap between hole is 114 mm

S.No.17 Working of SAB (Slack Adjuster) (Ref: Technical Pamphlet G-97

The proper functioning of SAB shall test in test bench. But it can also be tested manually in wagon without any
instrument as under;
Functioning of the SAB
The SAB is working based on the principle of LIMITING FRICTION. Due to this limiting friction, the nuts that
are provided inside the SAB get rotated automatically whenever the excessive forces offered due to the incorrect
slack acting on them. The rotation of these nuts on the screw rod causes the screw rod to move inward or
outward for increasing or decreasing the length of the pull rod till the correct adjustment of piston stroke and
clearance is obtained.

Take-up and Pay-out test of SAB: For testing the SAB, it needs not to be removed from the bogie brake
rigging. It can be tested as it is on the bogie during train examination as follows.

 Make few brake applications and release and note the piston stroke.

 Take-Up test: Rotate the barrel anti-clock wise 2 or 3 times to increase the brake block clearance.
Apply the brake and release. Note the higher piston stroke at first application.

 Apply & release the brakes. The stroke will be normal (equal to the original piston stroke) after 3 or 4
applications. This shows take up is satisfactory. If not slack adjuster is defective.

 Pay-out test: Rotate the barrel 2 or 3 times clock wise to decrease the brake block clearance. Apply the
brake & release.

Note the short piston stroke at the first application. The stroke will be normal (equal to the original piston
stroke) after 3 or 4 brake applications. This shows Payout is satisfactory. If not the SAB is defective.
S.No.18 Size of long & short pull rod for different stock as under
Type of wagon Length of long pull rod Length of short pull rod
BTPGLN 4460 3990
BRN 3207 1345
BCNA 1792.5 3115.5
BCN 2430 2980
BOXN/BOXNHS 1258 720
BOST 1438 2831
S.No.19 Size of Control rod for different stock as under; (IRCA Pt.-III: 2.12.3.3)
Stock Min Max
BOXN/BOXNHS/BCN/BCNAHS/BRN/BRNA/BOY
/BTPGLN/BCNA/BLC/BLL 1254 1256
BOXNHL/BCNHL 1404 1406
BTPN 1229 1231
BFKN 810 812
BOMN/BRSTN/BRNAHS/BFNS/BRHNEHS/
1254 1256
BTCS/BTPH/BOBSN
BCACBM 1404 1406
BTOH 1229 1231
S.No.20 Size of Brake block: (Ref: Rev. WMM Para.308 A.)
Size of brake block Thickness

Brake block thickness when new 58 mm

Yard leaving thickness 20 mm

Condemning limit of brake block 10 mm
S.No.21 Measurement of gap between APM Sensor point and side frame top
X: measures for empty brake power (More than 79 mm)
Y: Measures loaded brake power (79 mm or less)

S.No.22 Hand brake of BMBS fitted wagon

Hand brake wheel fitted on one side of the head stock of wagon.
 CHECKLIST FOR INVESTIGATING
FREIGHT UNCOUPLING CASES

(Revision -1.
Enclosure with letter no.M.68.C&W.TP
dated 06.12.2022)

From,

Freight Section-PCME Office/HQ/CR

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 1

Introduction:

Based on the earlier check list which also approved and circulated by RB vide L. No.
MW/CPL/BG/HT dated 06.04.2022 and new issues/reasons observed in past uncoupling cases,
a revised Checklistwith additional checks for uncoupling investigation is prepared. This revised
new checklist Ver-4 has the following contents;

Part:A

It contains generalinformation of the train, BPC details, Crew details, and details wagons
involved in uncoupling.This part A is same as given in RDSO vide L. No. MW/CPL/BG/HT
dated 06.04.2022.

Part:B

It contains various checks of all CBC components involved. This is to be collected after
uncoupling of freight stock. This part B is also same as given in RDSO vide L. No.
MW/CPL/BG/HT dated 06.04.2022.

Part: C

Part-C(A): contains additional checks on track particulars. This includes various parameters
like gradient, condition of track, any other abnormalities of track which play role in
uncoupling.

Part-C (B): Contains information on different examinations/Checks prior to uncoupling like,

last GDR check, last examination, Km runs after such examination/after loading/unloading
point, any suspected miscreant activity etc.

Part-C (C): Contains information about wagon repair history (as per FMM)

Part: D

It includes any other observations noticed apart from above checks along with final conclusion
of the uncoupling case and fixing responsibility.

Part:E

This part included the Train parting hand book, G-76 & G-80 technical pamphlet on CBC
&Tips for better engineman-ship issued by RB Electrical TRS directorate for ready reference
during investigation.

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 1

 PART - A
Proforma for investigation of Uncoupling
(Ref: RDSO L. No MW/CPL/BG/HT dated 06.04.2022)
General Particulars:
Block Section /
Date
Kilometres.
Division Section Blocked
Time Signal Aspect
Section Curvature
Caution Order in the Weather condition
section (Yes/No) (raining/Not raining)
Range of section:
If yes-Km restriction
From-To (in Kms)

 Train Particulars:
Train Number Loco Number
Load/Tonnes CC+8+2 / CC+6+2
Loading/Unloading
Commodity
Station
BPC issuing Station
BPC Date / %
Rly/Div.
BPC No CC/PM/End To End
Type of brake system Type air brake
(Conv./BMBS) (Single/Twin)
GDR check
BPC valid up to
Sdg/Div/Rly & date

 Drivers Particulars/(Train Engine /Banker)

Driver's Name HQ
Qualification Safety Category
Date of Appointment Nominated LI
Guard's Name HQ

 Affected Wagon & adjacent wagon particulars:

Empty/ R/ Position
S. Wagon Affected wagon
Class Rly Loaded Date POH ROH from
No No with defect
(E/L) Loco

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 2

 PART B

CHECKLIST FOR INVESTIGATION OF UNCOUPLING OF FREIGHT TRAINS

(Ref: RDSO L. No MW/CPL/BG/HT dated 06.04.2022)
(For investigation, affected wagon and adjacent wagon should be maintain sufficient distance)

Gauges Actual Actual

Parameters/ Check
S. Components /tools to be Observations Observations
Size/ for
No to be checked used for Affected Adjacent
Dimension info
checking wagon wagon
Wagon numbers involved in uncoupling
CBC
uncoupling Length of
A lever handle Operating
(Operating Handle
handle)
Size of
1 Operating Operating Measuring See
handles handle for tape Table
deferent stock
Check
geometry of Visual Know
2 See fig
operating checking More
handle
Steel rule
Anti-rotational 16X16X210 Know
3 /Vernier
lug mm More
caliper
Operating
Yes/No
handle safety
Top gap-24.5
bracket
mm Know
4 (sufficient gap Visual check
Bottom gap- More
above & below
5.5 mm
the operating
handle rod)
B BEARING PIECE SLOT
New-17.5 mm Steel rule
Slot gap in the Know
1 Permissible- /Vernier
bearing piece More
19.5 mm caliper
Bent or
Bearing piece straight / (Pin Visual Know
2
pin /Diameter Dia standard Checking More
24 mm)
Bearing piece
pin secured Visual Know
3
with proper Yes/No checking More
washer/Nut

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 3

 Gauges Actual Actual
Parameters/ Check
S. Components /tools to be Observations Observations
Size/ for
No to be checked used for Affected Adjacent
Dimension info
checking wagon wagon

C CBC KNUCKLE, LOCK PIECE, COUPLER & ASSEMBLY FITTING

Dropping of
Visual Know
1 lock piece to Yes/No
checking More
proper depth

Gap between Gauge-2

(Max gap. 133 Know
2 knuckle nose & first & than
mm) More
Guard arm Gauge-1

(Within
Wear of the
limit/beyond
knuckle (Nose Know
3 limit) Gauge 3
wear, More
Max limit-9.5
expansion)
mm max.
D LOCK LIFT ASSEMBLY
Worn / Broken
Condition of Visual Know
1 /
toggle checking More
OK

Anti-creep lug Worn /broken / Visual Know

2
of toggle OK checking More

Condition of
Articulated Visual
Rotary checking
assembly for &1 Tommy
Excessive play Bar, 1
in Articulated Screw
Loose / Know
3 Rotary driver anti-
Non Std. / OK More
assembly due creep
to improper failure due
rivet, wear in to excessive
rivets & holes play in
of Toggle & Assembly
Connector.

Condition of
Knuckle
Broken/Worn/
4 Thrower Visual
OK

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 4

 Gauges Actual Actual
Parameters/ Check
S. Components /tools to be Observations Observations
Size/ for
No to be checked used for Affected Adjacent
Dimension info
checking wagon wagon

E CBC drooping
CBC height
Buffer
from track Max-1105 mm Know
1 Height
center above Min-1030 mm More
Gauge
rail level
Difference in
Measuring Know
2 CBC height of Max-75 mm
Tape More
both wagons.
Worn
CBC shank out/Missing/OK Visual Know
3
wear plate New-6 mm checking More
Cond limit-1mm
Worn
CBC striker
out/Missing/OK Visual Know
4 casting wear
New-8 mm checking More
plate
Cond limit-2mm
Additional information
Condition of
Worn/Broken/ Anti-creep Know
F ledge inside the
OK gauge. More
coupler body
Gap between
auxiliary anti- New 19 mm Measure
Know
G creep & bottom Permissible-25 with steel
More
of coupler mm rule
body
Combine 1 Tommy
effectiveness of Effective/in- Bar, 1 Know
H
CBC anti-creep effective Screw More
Mechanism driver
Step by step
Follow
checking of
Working/Not steps given Know
I anti-creep
Working in More.
mechanism of
ref-F
CBC
OK/Lose
(Std. gap
Look for
between bottom (See
Fitment of lose fitment
surface of page 26
bearing piece of bearing
J hanger bracket & 27
with hanger piece with
& top surface of for
bracket bracket.
bearing piece detail)
pin washer is 0.5
mm)

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 5

 Gauges Actual Actual
Parameters/ Check
S. Components /tools to be Observations Observations
Size/ for
No to be checked used for Affected Adjacent
Dimension info
checking wagon wagon
Check with
gauge &
Wear of lock
visually for
piece at Know
K Good/worn Gauge No 8
knuckle contact more
out/worn
surface
partially at
contact area
Locking RBs L. No.
arrangement of Modified/ MW/CPL/ See in
L
CBC operating Non modified BGD dated part -F
handle 23.03.22.
Check with
gauge &
Wear of lock
visually for
piece at Know
M Good/worn Gauge No 8
knuckle contact more
out/worn
surface
partially at
contact area
Wagon repair
Collect from
history
FMM. -mention
N (Stn /Div/Rly
repairs to CBC
and date of
parts if any
repair

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 6

 PART C
Additional pointsfor uncoupling investigation

A. Track particulars:

1 Gradient (Falling/Raising
/Ratio)
2 Condition of track at UC
location(Dry/water
logging/Other)
3 Any Jerks reported in
CMS (As per CMS diary)
4 Last monitoring of OMS
(Oscillation Monitoring
System)-Date/Section
5 Is OMS-Peak exceeding
prescribed limit
(In lateral & vertical
mode-0.3g)
6 Any notching up/notching
down by LP before
uncoupling
7 Location of Uncoupling at
KMs. (w.r.t Loco/BK)
8 Any jerk experienced due
to lose soil/Mud pumping
at UC location (OK/Jerk)
9 Any other abnormality in
track as per GD/LP
10 Last TSR(Through
Sleeper Renewal)
Date/section
11 Number of recent (current
calendar year) uncoupling
incidence in same
location/sub section
12 Loco speed chart
irregularity, if any

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 7

 B. Loading/ GDR / Operating/ RPF issues

Paramete Gauges
Actual Actual
rs/ /tools to
S. Components to be Check for Observations Observations
Size/ be used
No checked info Affected Adjacent
Dimensio for
wagon wagon
n checking
Whether GDR done Check
1 both sides and checked GDR
all items properly? report
Movement of train at
the time of UC (While
on run/while
starting/While Collect
approaching home informatio
2
signal/Entering or n from
leaving loop GD/LP
line/maintaining
caution order or any
other.
Unintentional
Collect
operation of operating
informatio
3 handle at previous
n from
stoppage station
GD/LP
(Miscreant activity)
Whether RPF
4 intimated if miscreant
activity suspected?
Kms run after previous
5 GDR before
uncoupled?
Kms run after previous
6 examination before
uncoupled?

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 8

Part – D
 Any Other observation :

 Conclusion/ Cause

 Responsibility (Last train examination/ROH/POH/GDR/SIDING party/Loco

Pilot/Engg. dept./Miscreant) :

 List of enclosures. Tick mark (√) in Yes/No column for each enclosure
S. List of encloser Yes No Remarks
No
1 Guard Statement
2 LP statement
3 Joint note/Report of uncoupling case
4 OMS data sheet of section
5 Wagon Repair history
6 Loco Speed Chart
7 Photos of worn out/defective CBC
components
8 Any other documents
Note: All check sheets Part-A, Part-B & Part-C are to be filled during investigating of
uncoupling and enclose the reports mentioned above.

Dated:

Signature of SSE/C&W
Depot /Division.

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 9

 Part – E
Refer following table for investigation.
A CBC coupling lever handle:
A.1.1 Function:
CBC coupling lever handle also called operating handle is used for uncoupling of two
adjacent wagons during shunting operation. Dimension should be taken from Centre of
hook to centre of rod.
A.1 Length of Operating Handle of different freight stock:
Length of operating handle. (CAMTECH/2011-12/M/Trai Parting/1.0/2.2.1/ii)
Length of operating handle
Stock Reference
in mm
BOXN/BOXNAHM 1414 WD-0046-S-01
BOXNHL(MBS) / WD-09034-S-13 /WD-
1345
BOXNHL 08008-S-13
BOXN-25 1431.5 WD-07005-S-13
BCN/BCNA 1414 WD-0046-S-01
BCNHL 1375 D-06076-S-18
BTPN/BTPGLN/BTOH 1414 WD-0046-S-01
BRN/BRNA 1414 WD-0046-S-01
BOST/BOSTHS 1414 WD-00012-S-03
BOSTHSM2 1414 WD-16057-S-01
BOBYN 1414 WD-0046-S-01
BOBRN 1464 WD-89007-S-78
BLC 1069 CONT-9405-S/17
BVZI 1414 Camtech TP Hand book
BVZC 1450 Camtech TP Hand book
BOY 1414 WD-0046-S-01
BOY-25 1406.5 WD-06021-S-15
BOM 1510 WD-82060-S-63
TOP
A.2 Geometry of operating handle: (CAMTECH/2011-12/M/Train Parting/1.0/2.2.1/i)
Bent/non-standard operating
Standard operating handle
handle

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 10

  Ensure the correct geometry of operating handle as shown above. Replace if not
ok.
 The bent end of operating is always lesser than sole bar end. Replace the handle
with proper Handle (refer above table for length of handle).
 The operating handle found bent resulting dis-engaging the ARL with bearing
piece & operating handle touching to safety bracket at any location-to be
replaced
(replace the handle if found bent)
A.3 Anti-Rotation lug (CAMTECH/2011-12/M/Train Parting/1.0/2.2.2)
It is a 16X16 mm cross section 210 mm long square section bar welded near bent end of
operating handle. It prevents the accidental rotational of operating handle during run by
engaging the bar with bearing piece slot. If Anti Rotation lug found worn out i.e.,
Cross-section length less than 13 mm then replace the Operating handle.
Standard size: Cross section 16mm X 16 mm. Length:210 mm
Anti-rotational lug-New Worn out anti-rotational lug

A.4. Operating Handle Safety Bracket:

It should be confirmed by Investigator that Operating handle is not resting on Operating
Handle safety bracket. There should be sufficient gap between operating handle and OH
Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 11
 safety bracket.

B Bearing piece slot (CAMTECH/2011-12/M/Train Parting/1.0/2.2.3)

B-1. Its function is to hold/support the operating handle at bend end side. It also acts as
locking arrangement by engaging with anti-rotational lug to prevent accidental rotation
of operating handle during run. Replace the Bearing piece if found worn-out as shown
in figure or slot becomes more than 19.5 mm.
Standard slot size: Slot gap New:17.5 mm Permissible limit:19.5 mm
Bearing piece-New Bearing piece-worn

B-2 Bearing Piece pin

Beading piece pin should not be bent. There should be free rotation in Bearing piece
along the vertical axis of ping. If Pin found bent replace it.

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 12

B-3. Bearing Piece secured with proper washer /Nut
Bearing piece should be secure with proper washer and nut welded over bearing piece
bracket. It should be taken care that Bearing piece should freely rotate.

Bearing Piece washer

C CBC knuckle, coupler & fittings

C-1 Dropping of lock piece in proper depth (Lock Piece should seat properly on Knuckle’s
Lock piece seat part(CAMTECH/2011-12/M/Train Parting/1.0/2.2.4)
Fully dropped lock piece Partially dropped lock piece

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 Checks Action taken
Lock piece fully dropped & seated on knuckle Indicates CBC is properly locked.
bottom seat and the gap between auxiliary lug &
bottom of coupler body
Sufficient gap between auxiliary anti-creep lug If there is no gap between auxiliary lug &
& bottom of coupler body (Gap should be 20-25 bottom of coupler, re-couple the CBC as lock
mm) piece not fully dropped.
If the gap exceeds 25 mm lock piece or
knuckle or both.

C-2 Gap between knuckle nose & Guard arm (CAMTECH/2011-12/M/Train

Parting/1.0/2.2.7)
Required: CBC gauge-1 (measured 135 mm gap) & CBC gauge-2 (measured 130 mm
gap)
Procedure for checking:
First apply gauge no.1.
 Pass The Gauge Number 1 Vertically through the contour as shown in fig with
point A & B contacting the guard arm.

 If gauge passes easily then replace the Knuckle, Knuckle Pin and Lock.
(Revised wagon maintenance manual 807.A page No 42)

 Then Pass the gauge no.2 vertically through the contour as shown in figure with
points A & B contacting the guard arm.

 If gauge passed vertically through the contour means guard arm expands beyond
the limit of 135 mm. Then replace the coupler body with new/Serviceable.

Gauge Number 1 Gauge Number 2

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 Expanded Guard Arm

C-3 Wear of Knuckle (Knuckle Stretching and Wear)

C-3.a Apply Knuckle war gauge as shown in figure below. Ensure point A,B,C should
touched with the knuckle. If point D touches the Gauge, it indicates Stretched Knuckle.
Replace Such knuckle with new/Serviceable. (CAMTECH/2011-12/M/Train
Parting/1.0/2.2.5)
Good Knuckle Stretched Knuckle

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C- To check knuckle nose wear apply Knuckle wear nose war gauge as shown in fig
3b. below. Ensure Point E,F& H of Gauge should touch with Knuckle, Point G should not
touch with Gauge. If Point G touched with nose of knuckle, replace such knuckle with
new/Serviceable.(CAMTECH/2011-12/M/Train Parting/1.0/2.2.5)
Good Knuckle (No Nose wear) Worn out Knuckle

D Lock Lift Assembly

D-1 Condition of toggle. (CAMTECH/2011-12/M/Train Parting/1.0/2.2.4)
Visual inspection of toggle should be done. Toggle should not be broken.
Good Toggle Worn out toggle

D-2. Anti-Creep Lug of toggle (CAMTECH/2011-12/M/Train Parting/1.0/2.2.4 /ii)

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 It works in combination with anti-creep lug of toggle for effectiveness of anti-creep
protection to prevent the accidental lifting of lock piece.
Check visually anti creep lug of toggle. It should be intact (no marks of wear and cut
should be there on Anti Creep Lug of toggle. if it found worn out or broken replace it
with new/Serviceable.

Anti-creep lug for toggle

D-3. Condition of both rivets (CAMTECH/2011-12/M/Train Parting/1.0/2.2.4/i)

Worn out anti creep lug

Two rivets act as pin in articulated Lock lift assembly. Check for the condition of
rivets, rivets should be intact and allow assembly to rotate freely around the axis of
rivet.
See picture for reference.

G Gap between auxiliary anti-creep & bottom of coupler body (CAMTECH/2011-

12/M/Train Parting/1.0/2.2.4/iii)
Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 17
 The Gap between Auxiliary anti-creep and the bottom of coupler body should be at
least 19 mm. the maximum permissible gap is 25 mm. if the gap between auxiliary ani-
creep and bottom of coupler body exceeds 25 mm replace the toggle/ complete lock lift
assembly.

F Condition of Ledge inside the coupler body.( G76-Appendix 2 ,1)

Ledge inside the coupler body is important part of ant creep mechanism. The ledge
inside the coupler body can be observed from bottom of the coupler body as shown in
figure. If Worn out / missing ledge found in the coupler body, Coupler body should be
replaced with new/serviceable. Following picture shows good coupler body with intact
ledge and other with worn out / missing ledge.
Intact Anti-creep ledge Worn-out Anti-Creep Ledge

Anti creep Ledge in CBC

head

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 After application of Gauge this part of Gauge must touch with

Ledge of CBC Head

E Centre Buffer Coupler (CBC head)

E-1 Height of CBC from the track centre ( Buffer Height) (G-76, Appendix-1)
CBC buffer height is measured on level track with the help of CBC buffer height gauge
( Goods) as shown in picture below. For using CBC buffer height gauge, it should be
place properly on track and adjust spirit level given On the gauge. Then match the
needle with the centre of Knuckle/Casting line ( shown in pic. ) to measure exact buffer
height of CBC.
Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 19
 Max Buffer Height – 1105 mm & minimum Buffer Height – 1030 mm
If buffer height found less than 1030 mm check for overloading/uneven loading, worn
Striker casting wear plate, Shank wear plate, use of wrong crown pieces.

E-2 Difference in Buffer heights of two adjacent wagons.

Difference in buffer heights of two adjacent wagons should not be greater than 75 mm.
Greater the difference between buffer heights of two adjacent wagons greater is the
chances of vertical slip to cause uncoupling. If such wagons found change the locations
of wagons or try to raise the buffer height by changing Shank wear plate, Striker casting
wear plate.

E-3 Condition of Shank Wear Plate (G-76, Appendix-9, Sr.No.2)

Shank wear plate is liner which protect Shank of CBC head from wear. Use of shank
wear plate increases life of CBC Body. It also provides sufficient height to overcome
drooping of CBC head.

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 Auxiliary anti-creep

E-4 Condition of Striker casting wear plate.

Striker casting wear plate is L shape liner used to protect Striker casting from wear. Use
of Striker casting wear plate increases the life of striker casting. Striker casting wear
plate is must change item in ROH and POH.

Lock lifter

Anti-Creep Protection (G-76, Appendix-2) ( G80 –Appendix - B point 5 page no

F.
42)
Step No Description Pictorial view

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 21

 1 Take a screw driver and insert its tip
between lock piece tail end and bottom of
coupler body opening

Tail end of lock piece

2 Pull the handle of screw driver away from

head stock to push back the tail end lock
piece towards head stock as shown in by
arrow.

Bottom opening of
coupler body

3 Insert a tommy bar between the bottom

contact surface of lock piece and knuckle
seat as shown in figure.

Bearing piece pin

washer

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 22

 4 First pull the handle of screw driver away
from head stock to push back the lock
piece tail end back ward as shown in step-
2.
Simultaneously, lift the lock piece upward Bearing
by pulling down the tommy bar as shown piece
in figure. hanger
Repeat the checks 2-3 times. bracket

5 Results of the checks. In this condition if lock piece

lifted upward enough to permit
the opening of the knuckle,
means the coupler has
insufficient anti-creep
protection.
6 Actin to be taken: If anti-creep protection fails,
than replace the a) lock lift
Correction for insufficient anti-creep assembly or b) lock piece or c)
protection: knuckle.
If anti-creep protection fails
even after replacing the above
parts, than fault is probably due
to worn out anti-creep
protection or wear of the rear
wall of the bottom lock hole in
the coupler head and the
coupler body should be
renewed.

Anti-Creep Mechanism

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 23

 Checking of Anti creep mechanism

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 24

 Worn out anti creep
lug

Std gap between bottom Anti-creep lug for

of hanger & top of toggle
bearing piece pin
washer Bearing Piece
washer

C.4 Worn out lock piece & its check

C.4.1

Lock piece mating surface with knuckle, Lock piece back side surface. Wear in
suspecting wear play role in uncoupling. this surface not play any role in
Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 25
 uncoupling
C.4.2

Partial wear surface of lock piece Partial wear surface of Knuckle

C.4.3

Checking of wear of Lock piece with gauge as per RDSO drawing

C.4.4

Checking of lock piece wear with gauge No.8 indifferent position

Note: This gauge not measures partial wear surface of lock piece.

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 26

B.4 Fitment of bearing piece with hanger bracket

Lose fitment & excessive gap between Normal gap

bearing piece washer & bottom og hanger
bracket

Fitment of bearing piece with hanger bracket

Ref: as per RDSO Drawing No. WD-00046-S-01

Missing Anti
creep Ledge
After application inside CBC head
of Gauge this part
of Gauge must
touch with Anti-creep
Ledge in CBC
Ledge of CBC Head
head

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 27

The standard gap between top surface of washer of bearing piece & bottom of hanger bracket
(as per RDSO Drawing No. WD-00046-S-01) is found 0.5 mm (i.e., negligible gap). Maximum
permissible gap not available. Hence while visual examination of this defect, carry out the
follow check;

 Check the gap between bearing piece & hanger bracket for free movement.
 Hold the bent end of operating handle
 Move the operating handle away from head stock without lifting from bearing piece
 Check the movement of bearing and corresponding lifting of lock piece 2-3 times.
 The lifting of lock piece from its sitting position should be minimum.
 If lock piece lifted beyond the 1/3rd height minimise the gap by inserting cut MS
washer between the gap & weld for maintaining.

Video link : https://www.youtube.com/watch?v=B3-5ibs54cg

https://www.youtube.com/watch?v=GAS1sR_M-ss

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 28

 Part – F

Additional Information for investigating uncoupling cases;

S.No Subject Reference/Issuing authority

1 Train Parting Hand Book Camtech-Gwalior (Aug-2011)

2 Maintenance of CBC for line Tech Pamphlet No.G-76

staff
3 Inspection & Maintenance Tech Pamphlet No. G-80
of Centre Buffer Coupler for
freight stock

4 RB Tips for Better Copy enclosed.

Engineman-ship for Loco Also available on Railway Board website
Pilots Electrical TRS Dte website (url link enclosed
below)
https://indianrailways.gov.in/railwayboard/uploads/directorate/ele_engg/Circulars/TIPS_041011
(1).pdf

Revision-1. Ref: enclosure with letter no. M.68.C&W.TP dated 06.12.2022 29