Item No. 13.

0 - Guidance for filling of accident proforma

circulated vide Railway Board letter No.2018/
Safety(A&R)/1/8 dated 25.01.2019, on "Revision and
Standardization of Observation/ Measurement of Accident
Investigation / Inquiry" added.
(Updated - May 2019)
 IRICEN MONOGRAPH No. 3

MONOGRAPH
ON
FIAT BOGIE
(LHB COACHES)

November 2016
(Updated - May 2019)
INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING
Pune 411001

i
ii
 FOREWORD

It has been endeavour of IRICEN to bring out publications which

are useful to field staff. The book published by IRICEN on the subject of
“Investigation of Derailment” is hugely popular amongst field staff of
various disciplines. IRICEN is now issuing series of Monographs for
various Rolling Stock commonly used for Coaching, Freight and Loco
operations for the guidance of field staff. First Monograph in the series
for ICF All-Coil Coach has already been published. Second in this series
is the Monograph on CASNUB Bogie. The third monograph in this
series is now being brought out is on FIAT Bogie (LHB Coaches).

The purpose behind bringing out these Monographs is to

educate the field staff and increase their awareness level as present
day Accident Proforma of Accident Manual do not have adequate
measurements for various Rolling stock components which may be
required to determine cause of accident. I hope that the Railwaymen
from various disciplines would find this publication useful.

Pune, N. C. Sharda
Nov. 2016 Director
IRICEN, PUNE

iii
iv
 PREFACE

With the view to educate field officials and increase their awareness,
it is proposed to issue series of Monographs for Rolling stock commonly
used in Coaching, Freight and Loco operations.

Third Monograph in this series is on FIAT Bogie for LHB Coaches

which is the main stay of premium passenger train operations on Indian
Railways. The contents in the Monograph are mainly from existing
“Maintenance Manual for BG coaches of LHB Design”, “IRCA Part III” and
text book on the subject of “Investigation of Derailment” published by IRICEN.
For more detailed knowledge on the subject readers are advised to refer to
Maintenance Manual for Coaches and IRCA Part III.

I am grateful to Shri N. C. Sharda, Director, IRICEN for giving me

the opportunity for preparation of this Monograph and also for his
encouragement and guidance from time to time for bringing out this
publication. Thanks are also due to Shri A. K. Patel, Professor Track-1,
IRICEN, for checking the drafts and for giving his valuable suggestions. I
am thankful to faculty and staff of IRICEN who have contributed immensely
for this publication. Efforts taken by Shri Mathew Varughese, Senior Instructor
in correcting the draft and scrutinizing the manuscript are also appreciated.
Suggestions from readers to improve the contents are welcome and can be
sent to [email protected] which will be taken into account while bringing
future editions.

Pune S. K. Agarwal
Nov. 2016 Professor (Works)

v
 MONOGRAPHS PUBLISHED

1. ICF All-Coil Coach

2. CASNUB Bogie
3. FIAT Bogie (LHB Coach)

FORTHCOMING MONOGRAPHS

 WDM3A (Co-Co Tri-Mount Bogie, similar to WAG5)

 WDG3A (High Adhesion Bogie, similar to WAG7, WDM3D)
 WDP4 (HTSC Bogie, similar to WDG4)
 WAP7 (Co-Co Flexi-coil Fabricated Bogie, similar to WAG9)
 WAP5 (Bo-Bo Flexi-coil Fabricated Bogie)

vi
 CONTENTS

1 General Description 1
2 FIAT – Bogie 1
2.1 Main Technical Data of FIAT Bogie 3
2.2 Load Transmission 3
3 Bogie Frame 3
4 Body-Bogie Connection 4
5 Primary Suspension System 5
5.1 Control Arm 7
5.2 Primary Springs 8
5.3 Primary Dampers 9
6 Secondary Suspension System 9
6.1 Bolster Beam 11
6.2 Secondary Spring 12
6.3 Secondary Dampers 13
6.4 Anti Roll Bar 14
6.5 Traction Assembly 15
7. Axle Bearing 16
8. Wheel & Axle 18
8.1 Tyre Defects 19
8.2 Thermal Wheel Defects 24
8.3 Wheel Gauge 26
8.4 Bent Axle 26
8.5 Wheel Diameter on Tread 26
9. Bogie Brake Equipment 27
10. Coupler & Buffing Gears 29
11. Coach Under Frame 33
12 Checklist of Important Items for Derailment Investigation 34
13 Guidance for filling of accident proforma 41

vii
viii
1 General Description
LHB (Linke Hoffman Bush, Germany) coaches with FIAT (Fabric Italina de
Automobil Torino, Switzerland) bogies (Fig.1) are imported along with technology
transfer from M/s. ALSTOM, Germany during 2001. These coaches are superior
w.r.t. passenger comfort, safety, speed, corrosion, maintenance and aesthetics.
These coaches are slightly longer as compared to ICF design resulting into more
carrying capacity. Fiat Bogies are used in LHB coaches.

Fig. 1: Full view of LHB Coach

2 FIAT – Bogie
The FIAT bogie is two-axle type and two stage suspension bogie. The FIAT Bogie
frame if solid welded frame. The bogie assembly is shown in Fig. 2. Bogie is
designed for maximum operating speed of 160 km/h and has potential for operation
up to 200 km/h. Bogie is capable to permit the coach body to negotiate curve of
175 m radius at minimum speed potential of 40 km/h and 1 in 81/2 turn out in either
direction at 30 kmph.

The car body directly rests on the secondary stage helical springs, which rests on
Y shaped side beam. The bogie frame rests on primary stage helical spring which
is resting above the axle box crown. Axle guidance is provided by an articulated
control arm through a resilient bush. The tracking and braking force from axle to
bogie frame is transferred through articulated control arm system of primary
suspension.

1
2
Fig. 2 : FIAT bogie assembly
The bogie is provided with disc brake system, tapered roller bearing and permanent
earth connector to avoid passage of current through roller bearings. It is also
provided with wheel slip protection arrangements.

2.1 Main Technical Data of FIAT Bogie

Parameter Value Unit
Axle distance 2560 mm
Diameter of new wheels 915 mm
Diameter of max. worn wheel 845 mm
Distance between the wheels 1600 mm
Brake disc diameter 640 mm
Bogie width 3030 mm
Bogie length 3534 mm
Bogie weight 6300 kg

2.2 Load Transmission

Forces Load transmission
Body-secondary springs - Bogie frame -
Vertical forces
Primary springs/ball joint control arm - axles.
body – secondary .springs - bogie frame - ball
Lateral forces
joint control arm- axles
Longitudinal traction efforts body-traction centre -traction rods -traction
and braking powers lever- bogie frame-control arm-axles

3 Bogie Frame
The bogie frame is a solid welded frame made by steel sheets and forged or cast
parts. The bogie frame consists of two side members of ‘Y’ shaped longitudinal
beam connected by two tubular cross steel beams members which also support
the brake units. The ‘Y’ shaped side members consist of structural steel and welding
is done to form box sections. The various supports which connect the different
bogie components are welded to the frame. The bogie frame rests on the primary
suspension spring units and supports the vehicle body by means of a bolster beam.
The bolster beam is connected to the bogie frame by the secondary suspension.
The bolster beam and the bogie frame are linked by four Safety cables with the
help of pins and washers.
3
3.1 Items to be checked

To be How to
Item Repercussion
checked for check
Bogie frame
Longitudinal beams, Cross
beams Cracks,
Brake supports, damper Damages Loss of
supports, traction centre at critical integrity and
Visually,
supports and anti roll bar locations functionality of
DTP
supports and for affected
loose component
Bogie bolster and its connections
subassembly and brackets
Safety cables

4 Body-Bogie Connection
A special type of body-bogie connection has been provided between coach body
and bolster (Fig. 3). This connection consists of disc spring, hemispherical ball,
swinging link pin, link pin, etc. This connection is capable to cater for the acceleration
value upto 0.25g in lateral and longitudinal direction. Beyond that value, a bracket
comes into action between bogie bolster and coach body.

Fig. 3: Connection between body and bogie.

4
4.1 Items to be checked:
To be checked How to
Item Repercussion
for check
Threaded pin, Shims, Wear, loose, Affect proper
Washer, Lock nut, Visual
damaged condition function
Split pin

5 Primary Suspension System

Primary suspension is provided between axle and bogie frame. Primary suspension
consists of a control arm, a set of steel coil springs and a vertical hydraulic damper
at each wheel, i.e. 4 sets per bogie. (Fig. 4 & Fig. 5)

Fig. 4: Primary suspension system

5
1. Bogie frame 2. Rubber disk 3. Centering disk 4. Internal spring
5. External spring 6. Bump stop 7. Shim 8. Centering disk
9. Control arm lower part 10. Plate 11. Block 12. Rubber joint
13. Control arm 14. Damper.

Fig. 5: Exploded view of primary suspension

6
5.1 Control Arm
The control arm is an articulated arrangement which connect the axle with ‘Y’
frame (Fig. 6). This is fitted with twin-layer elastic joints connecting the axle bearing
to the bogie frame. This flexible arrangement controls lateral and longitudinal
movement of axle and also transmits lateral, longitudinal and part of the vertical
forces from / to axle. It helps the bogie to safely negotiate the curved track. For
above functions to perform the gaps and plays are closed by using rubber joint
elements also. The rubber elements separate the primary suspension from the
bogie to reduce noise.

Fig. 6: Primary suspension system- components

7
5.1.1 Items to be Checked:
To be How to
Item Repercussion
checked for check
All fixings Loose, Missing Visually
Damages, Cracks, Slake connection will
Control arm parts Visually
Corrosion marks cause excessive play.
Ineffective in load
By calipers/
Diameter transmission.
Control arm bore Go No-go
( 230.5 mm)
gauge
Control arm silent Cracks ( 10 mm ), Worn out and rejected
block, rubber element Damages, Ageing, By calipers (RCF’s letter no. MD
in ball joint Detachments 44121, Dt: 13.08.08)
Visually, If two
or more axle Unserviceable
Looseness, missing- end bolts of
Bottom strap of screws, screws The wheel set must not
different pairs remain in service and to
control arm holding top are found be removed from the
loose or truck.
missing
Displaced, cracked, Excessively heated
Control arm Visually
heat/ burn marks bearing

5.2 Primary Springs

Primary springs are consisting of nested steel coil spring (internal and external),
as shown in Fig. 4. It is seated on upper part of the control arm. Centering disks
and adjustment shims (if required) are provided to properly seat the spring. The
primary spring transfers vertical load to the axle. It also helps the bogie to negotiate
the twist in track. Per bogie four sets are provided.

5.2.1 Items to be checked:

to be checked How to
Item Repercussion
for check
Damage, cracks Visually, Trip and
and breakage Shop Schedules
Weak, Ineffective, of
Spring Testing of spring
Permanent set floading
for free height
Load deflection Testing as per
characteristics specification
8 Table contd...
Table contd from previous page
To be How to
Item Repercussion
checked for check
Rubber disc and Excessive vertical
Damage, cracks
bump stop for Visually movement,
and breakage
primary suspension offloading.
Visually, match
Not suitable,
Spring Paint colour with the group
offloading
colour

Colour Coding of Springs for Identification

For identification of springs to be used in different types of LHB Coaches, middle
coil of the primary & secondary springs to be painted with compatible paint of
springs in different colours indicated against each group as per Ref: RCF’s letter
no. MD 23151 dt. 23.11.2002.

5.3 Primary Dampers

The vertical hydraulic damper is connected in between the upper part of the control
arm and the bogie frame as shown in Fig. 6. It is provided to dissipate the vibration
energy and to dampen violent vertical oscillation at the earliest. Per bogie four
sets are provided.

5.3.1 Items to be checked:

To be
Item How to check Repercussion
checked for
Deformations,
Visually, Testing during
damage, cracks
Shop Schedule I & II
and oil leaks Weak, Ineffective large
Dampers and persistent vertical
Replacement during oscillation.
Aging Shop Schedule III (6
years) - mandatory
Fixings/ Loose, Missing , Excessive play, damper
fasteners and Cracks, ageing, Visually will be ineffective.
rubber elements Detachments

6 Secondary Suspension System

The secondary suspension enables lateral and vertical displacements and bogie
rotation with respect to body when running through curves. The secondary
suspension is provided between the car body and the bogie frame. This system
9
consists of two sets of flexi coil spring pack, an anti roll bar, two vertical dampers,
two yaw dampers and one lateral damper.

Fig. 7: Upward view from the pit of secondary suspension arrangement in

assembled condition with traction centre assembly.

Fig. 8: Front view of secondary suspension arrangement in

assembled Condition.
10
6.1 Bolster Beam
The bolster beam is connected with the car body and rests on the flexi coil spring
packs (which are supported over the ‘Y’ frame). The bolster beam is also linked to
the bogie frame through two vertical dampers; a lateral damper, four safety cables
and the traction rods. The bolster beam transfers all the forces from car body to
bogie.
6.1.1 Items to be Checked:
to be checked How to
Item Repercussion
for check
Weak, Ineffective, large
Bolster and
Visually, DPT Trip displacement of
Damage, cracks
Bolster sub- and Shop connected elements,
and breakage
assembly Schedules uneven load transfer to
connect element.

Fig. 9: Bolster beam assembly

11
6.2 Secondary Spring
Each spring pack is made up by an external steel spring, an internal steel spring
and a rubber spring placed inside the internal spring. The spring pack is mounted
and positioned through the centering discs.

Fig. 10: Exploded view of secondary suspension, external spring, internal

spring, and rubber spring.

6.2.1 Items to be Checked:

To be
Item How to check Repercussion
checked for
Damage, cracks
Visually, Trip and Shop Schedules
Steel Coil and breakage Weak,
Spring and Ineffective,
Permanent set Testing of spring for free height
Rubber spring differential
loading
Load deflection
Testing as per specification
characteristics

Table contd...
12
Table contd from previous page

Item To be How to check Repercussion

checked for
Crack Feature Size
Horizontal length 30 mm
Cracks Ineffective
Rubber Vertical length 10 mm
spring
Crack depth 4 mm
Ageing, Damage, Weak,
Visually
Detachments Ineffective
Rubber ring
Ageing, Damage, Weak,
and miner Visually
Detachments Excess play.
pads
Paint colour for Visually, match with the group
springs identification of colour as per Ref: RCF’s letter no. Not suitable
springs MD 23151 dt. 23.11.2002.

6.3 Secondary Dampers

Each FIAT bogie uses two vertical secondary dampers, one secondary lateral
damper and two yaw dampers. Vertical damper connects the bolster beam and
‘Y’ frame, shown in Fig. 8. Lateral damper connects bolster beam and the traction
frame, shown in Fig.7 Yaw dampers are connected in between the bogie frame
side support and car body support, shown in Fig. 8. These are hydraulic shock
absorbers to damp the accelerations caused due to track irregularities and opposing
force depending on the speed of the movement.

6.3.1 Items to be Checked:

To be
Item How to check Repercussion
checked for
Visually, Testing during
Deformations, Shop Schedule I & II Weak,
damage, cracks Ineffective, Large
Dampers and oil leaks Replacement during
Shop Schedule III (6 and persistent
Aging years) - mandatory vibration.

Fixings/ fasteners Loose, Missing , Excessive play,

and rubber Cracks, ageing, Visually damper will be
elements Detachments ineffective.

Note: While assigning contribution in derailment each of the dampers should be

associated with respective mode of vibration.
13
6.4 Anti Roll Bar
The rolling motion of the car body is resisted by anti roll bar, with the help of a
torsion rod. The anti roll bar is connected with the bolster beam with link bars and
rest on the brackets connected with the ‘Y’ frame.

Fig.11: Anti roll-bar- view from examination pit line.

6.4.1 Items to be Checked:

Item To be How to Repercussion

checked for check
Anti roll bar fixings and Loose, Missing,
Visually,
fasteners- links and cracks, damages More play, poor
DTP
brackets Pins, screws and corrosion resistance to rolling
motion, Ineffective,
Rubber and Rubber/Metal Loose, Missing, weak, excessive
Bonded Components: Joints, Cracks, damages, Visually rolling offloading.
Bushes, Seals, Fasteners. ageing, Detachments
Bearing failure – each
‘Y’ frame will
Anti roll bar bearings Grease oozing out Visually
experience pitching
like motion.

14
6.5 Traction Assembly
The traction assembly consists of traction frame and traction centre. The traction
centre transmits traction and braking forces between bogie frame and car body
located at the center of the bogie approximately in the plane of axle. The car body
is connected to the traction centre through bolster beam pin; while traction centre
is connected to cross beam. The longitudinal and lateral displacements of the
bolster beam are limited by four bump stops (two longitudinal and two laterals)
fitted on the traction frame.
6.5.1 Items to be Checked:

To be How to
Item Repercussion
checked for check
Cracks, damages Ineffective transmission
Visually, DPT
and corrosion. of longitudinal force.
Traction centre
lever and rods Free to move, not
blocked by any Visually Resistance on curve.
foreign objects
Excess play, Ineffective
All fixings- Rubber
Visually transmission of
bush, Elastic joint
Loose, Missing, longitudinal force.
Traction lever cracks, damages Play and vertical lift
Visually
bush and plates un-checked
Loose, Missing, Visually, calipers
Play and Lateral and
Bump Stops cracks, damages, Projected length
longitudinal jerks
Crushed 30 mm

15
6.6 Curve Rolls
At the two outer corners of the frame a roll is mounted which prevents excessive
rotation of the bogie. The roll is fixed by a pin, a washer and a safety split pin.

Fig. 13: Curve rolls

6.6.1 Items to be Checked:

To be How to
Item Repercussion
checked for check
Corner rolls and Loose, Missing, Ineffective, excessive
fittings Visually
cracks, damages rotation of bogie

7. Axle Bearing
The axle bearing are self contained, preassembled, pre-lubricated taper roller
cartridge type bearings. The axle bearings on the bogie are fitted with sensors for
detecting speed (whose signal is elaborated by the anti slipping system) and a
current return device. The overhaul cycle is 1.2 million km.

16
 Fig.14: Taper roller bearing, WSP system, earthing equipment.

7.1 Items to be Checked:

To be
Item How to check Repercussion
checked for
Using non-contact type
infra-red thermometers. Any bearing with
Compare with mate bearing unusual high temp.
on same axle and bearings should be the suspect.
Temperature on same coach.
Bearing
Coach should be
≥ 80° C withdrawn from service.

If any roughness is
Any abnormal Rotate the bearing detected while rotating,
condition assembly the bearing is not fit to
be in service.
Table contd...
17
Table contd from previous page

Item To be How to check Repercussion

checked for
With a dial indicator
mounted on a magnetic
base.
If end play is not within
Bench Mounted
the limits the bearing is
Bearing mounted End End Play at
not fit to be in service.
end play Play installation
Bearing (mm) (mm)
0.58 - 0.64 0.096 - 0.330

Metal
identification tag Crimped to the brake disc Detail of bearing will not
with the mounting near the bearing be known.
date
Front cover of The wheel set must not
Loose/ missing Visually. If two or more axle
bearing and remain in service and to
screws, screws end bolts of different pairs
bottom strap be removed from the
holding top are found loose or missing
of control arm truck.
Displaced, Excessively heated
Control arm cracked, Visually bearing. Coach shall be
heatburn marks detached.
Breaks,
damages,
Visually
dislodged
All grounding /open / missing
cables, wheel Verify that the signal arrives
slip protection functioning of Bearing will behave
correctly to the diagnostic abnormally.
(WSP) WSP
equipment.
equipments,
Speed sensor Earthing ,
equipment for
wear spring WSP will behave
Visually
mechanism for abnormally.
self-regulation

8. Wheel & Axle

Wheel profile should be checked with tyre defect gauge to ensure the profile
dimensions are within the permissible limits. Coaches with wheels having thickness
and profile worn below condemning limit should not be allowed to continue in
service and the coach should be marked sick for change of wheels in the sick
lines.
18
 Fig 15: Wheel and axle.

8.1 Tyre Defects

Tyre defect gauge suitable for BG high speed coaching stock is used.
Note: please refer to RDSO CMI – K 003 (Guidelines for interpretation of wheel
defects) and ‘Maintenance Manual for ICF design BG coaches’ for details.

Fig. 16: Tyre defect gauge.

19
8.1.1 Inspection of Thin Flange

Figure16.1: Thin flange.

To be
Item How to check Repercussion
checked for
Measured at a depth of Chances of bursting of point
Inspection of Thickness
13 mm from the tip of due to entering of flange
Thin Flange 22 mm the flange as shown in between Tongue rail and Stock
above figure rail.

8.1.2 Inspection of Sharp flange

Figure 16.2: Sharp flange.

20
 Item To be
How to check Repercussion
checked for
Due to sharp flange the wheel
set can take two roads at
Radius of the tip
slightly gaping points.
of the flange
Checked at the tip of Chances of bursting the points
Inspection of reduced from the flange as shown in due to entering of sharp flange
Sharp Flange 14.5 mm (New) the figure with a Tyre between tongue rail and stock
to less than
defect gauge. rail. Wheel flange bites the rail
5 mm
causing high frictional force
(Condemn)
and mounting of flange on the
rail.

8.1.3 Inspection of Deep Flange

Figure 16.3: Deep flange.

To be
Item How to check Repercussion
checked for
Place tyre defect
gauge as shown
Height of the above. Measured from
Inspection of flange more the flange top to the Shearing of fish plate bolts at
Deep Flange than 35 mm point on the wheel rail joints
(New-28.5 mm) tread 63.5 mm away
from the back of
wheel.

21
8.1.4 Inspection of Hollow Tyre/False Flange

Figure 16.4: Hollow tyre/ false flange.

To be
Item How to check Repercussion
checked for
A false flange may split open
The projection
points while travelling in trailing
of the outer
direction as the flange may tend
Inspection of edge of the Place the tyre defect
to get wedged in between the
Hollow Tyre/ wheel tread guage as shown in the
tongue and the stock rail.
False Flange below the figure above.
Wheel with the false flange also
hollow tyre
may mount on nose crossing in
exeeds 5mm
facing direction.

Figure 16.6: Flat tyre.

22
 To be
Item How to check Repercussion
checked for
Flatness of the
wheel should
not be more Chances of rail fracture due to
Place the tyre defect hammering of wheel on rail.
Inspection of than 50 mm on
guage as shown in the
Flat Tyre the May also cause thermal
figure above.
circumference cracks on wheel tyre.
of the wheel
tread.

8.1.5 Inspection of Root Wear

Figure 16.7: Worn root.

Item To be
How to check Repercussion
checked for
Contact face of wheel flange
Radius of the
almost become vertical
flange at root
Place the tyre defect resulting in reduction of
Inspection of shall not be less
guage as shown in the effective flange depth.
Worn Root than 13 mm in
figure above. Excessive lateral play result in
service.
chances of mounting of flange
(New 16 mm)
over rail.

23
8.2 Thermal Wheel Defects
The following defects due to heating of wheel tyre, highly loaded plastic deformation
of tyre surface. The visual inspection of wheels shall be more focused to catch
these flaws. The following wheel conditions should be paid special attention during
the visual inspections of the wheel.

Shattered Rim
A wheel with a fracture on the tread or flange
must be withdrawn from service. This does not
include wheels with localized pitting or flaking
without presence of any other rejectable
condition.

Shattered rim
Spread Rim
If the rim widens out for a short instance on
the front face, an internal defect may be
present. Spreading of the rim is usually
accompanied by a flattening of the tread, which
may or may not have cracks or shelling on the
tread. Such wheels must be withdrawn from
service.

This condition should not be confused with a

uniform curling over of the outer edge of the Spread rim
rim around the entire wheel, which is called
rim flow Rim flow is not a defect.

Shelled Tread
Shelling can be identified by pieces of metal
breaking out of the tread surface in several
places more or less continuously around the
rim. Shelling takes place when small pieces of
metal break out between the fine thermal
checks. These are generally associated with
small skid marks or "chain sliding." Such
wheels should be withdrawn from service and
sent to workshops for re- profiling. Railways
Shelled tread
24
are facing the problem of wheel shelling on LHB coaches. A shelled wheel requires
re-profiling to ensure that unsafe situations do not arise. For this purpose, following
shelling limits need to be followed.
Depth of shelling marks has reached to 1.5 mm.
Length of shelling marks has reached to 40 mm

Thermal Cracks
Thermal cracks appear on a wheel due to intense
heating of the wheel arising out of sever brake
binding. Such cracks occur on the tread and
generally progress across the tread in a
transverse & radial direction. Whenever such a
crack becomes visible on the outer face of the
rim or a tread crack has reached the outer edge
(non-gauge face) of the rim; the wheel should
be withdrawn from service. If a crack becomes Thermal cracks
visible on the outer flange face the wheel should
be withdrawn from service.

Wheels involved in severe brake binding should

be examined carefully using DPT to locate
thermal cracks. Such wheels may be identified
by presence of flat places (even within acceptable
limits) and severe discoloration or blue black
heating marks on the tread.

Heat checks
Thermal cracks are deeper and need to be
distinguished from fine superficial cracks visible
on the tread on or adjacent to the braking surface.
These are called heat checks, which are usually
denser than the thermal cracks. Heat checks are
caused on the tread due to heating and cooling
cycles undergone by the wheel during normal
braking. Such wheels do not need to be
withdrawn but should be carefully distinguished
from the reject able thermal cracks. Heat checks
Heat check

25
8.3 Wheel Gauge
There should be no variation in the values of wheel gauge -measured at four
points 90 degrees apart on a wheel set. However the actual value of the wheel
gauge can vary as per tolerances given in Table (IRCA Part III Para. 2.8.7)

Wheel gauge
Standard 1600 mm
Maximum 1602 mm
Minimum 1599 mm

Figure 18 : Measurement of wheel gauge.

Measurement of Wheel Gauge and recorded duly indicating the following:

 Tightness or slackness of gauge

 Whether any indication exists about shifting of wheel on the axle.

Note: It must be ensured that the back surfaces of wheels are cleaned
thoroughly before measuring the wheel gauge in order to avoid erroneous
readings.

 If the wheel gauge is more than permissible limit, there exists a possibility of
a relatively newer wheel hitting the nose of crossing.

 If the wheel gauge is less than minimum value, there is a possibility of wheel
hitting at the back of a tongue rail while passing through the switch and thus
damaging the tongue rail.

 Wheel gauge to be checked in no load condition.

26
8.4 Bent Axle
A bent axle starts wobbling during motion causing severe vibrations. In order to
confirm whether an axle is bent or not, it must be checked carefully on a sensitive
machine or measuring table.

8.5 Wheel Diameter on Tread

Wheel diameter is measured on the tread at a distance of 63.5 mm from the inside
face of the wheel with a wheel diameter gauge . Two measurements 180 degrees
apart should be taken for each wheel.

Permitted variation in diameter

Same axle Same bogie Same coach
0.5 mm 5 mm 13 mm

Wheel Diameter New = 915mm

Condemn size = 845mm
Note: Variation in tread diameter on the same axle as specified is at the time of
tyre turning. Effect on safety of any variation beyond this limit should be analysed
on case to case.

9. Bogie Brake Equipment

The Bogie Brake equipment includes brake cylinder, brake caliper, brake shoes
with snap lock gates and brake discs. U-series brake cylinders with automatic
slack adjustment are used to operate the friction brakes in rail vehicles. The
automatic slack adjustment is provided to take care of loss in the clearance due to
wear (abrasion) on brake pads and brake discs. The braking force is generated by
charging the braking cylinder, which intern press the brake pad against the brake
disc. Each axle is equipped with two brake discs. The brake energy is dissipated
only at the brake discs, so the wheel set is only stressed by the weight of the
coach.

27
9.1. Items to be Checked

Item To be How to Repercussion

checked for check
Brake Cylinder bellows, Improper
Externally for damage,
brake levers and Hand Visually working of
cracks
brake equipment brake system
Soiling and associated
slack adjuster mechanism Visually
working
Vent/exhaust plug and
Obstructions Visually
bellows relief valve
For cracks/ damages/
Steel piping and hoses ballast hitting and Visually
leakages
Caliper pin joints Free movement Visually
Calipers
Wearing/worn out Groove near Differential
Brake pad (residual thickness shall be visible brake
5 mm) else to be application
condemned
Wear, defect, damage,
thermal or fatigue cracks, Brake disc will
Brake-disc, fastening broken ribs, loose be Brocken will
Visual
screws lead to serious
Axial movement along
safety issues
the axle
Brake caliper Correct operation
Clearance shall be
approx. equal on both
Uneven
Brake shoes side of same disc and Calipers
braking
individual and total shall
be 1-1.5 mm
Brake-disc Loose
Permissible wear between 1 mm Affect the
Calipers
pins and bushings braking force

L ocking gate and locking Tightly pre-tensioned Visual

spring

28
 Fig 19: Axle mounted brake disc with caliper unit.

10. Coupler & Buffing Gears

The connection between two adjacent vehicles within a train set is done by a
“Coupler System” which is consisting of the coupler itself and a draw and buffing
gear. The center buffer couplers are able to transmit both the tensile and the
compressive forces. Further the tight lock coupler by its special design hinders
the climbing of the vehicles in case of an accident. The AAR type H coupler has
some limitation on transition curves. The “Coupler System” allows a vertical angle
of deflection of ± 7° and horizontal angle of deflection of ± 17°.
Couplers have adequate strength for:
Satisfactory hauling of a train of 26 coaches at 110 kmph
Satisfactory hauling of a train of 18 coaches at 160 kmph

Coupling is possible under angular misalignment both horizontally and vertically.

The coupler permits coupled trains to negotiate vertical and horizontal curves and
allows rotational movements.

29
Main components of the coupler system are:

• Tight lock coupler head (AAR type H) with drawbar.

• Drawbar guide (Support) - The Supporting device comprises of four preloaded
compression springs. The device is placed on a platform and bolted to the
car structure. The coupler head rests on the top wear plate of the Supporting
device and this device supports the coupler weight.
• Draft Gear- The draft gear is a double acting device for energy absorption.
The device is designed to fit into the draft gear pocket of the coach and
absorbs the dynamic energy in both draw and buff modes.

TIGHTLOCK COUPLER HEAD

TYPE ‘H’

UIC STABILIZING LINKAGE

WEAR PLATE

COUPLER SHANK

Figure 20: Tight lock coupler head.

30
 Figure 21: Coupler assembly.

10.1 Items to be checked:

Item How to
To be checked for Repercussion
check
Integrity of CBC is
Loose / broken / compromised.
All bolt connections Visually
missing nuts and bolts Excessive play and
movement.
Free movement in Capacity to negotiate
horizontal and vertical Manually, vertical and horizontal
direction. curve is restricted.
Coupler head
Integrity of CBC is
Damage Visually
compromised
Measure Excessive slack – Not
Coupler assembly Free slack ½ in
manually fit to remain in service.
Table contd...

31
Table contd from previous page

Item To be checked for How to Repercussion

check
Measure
manually
- Vertical
1105 – 11030 mm Drooping vertically.
centre of
(Coupler wear plate, Capacity to negotiate
Coupler height Knuckle
Shims may be vertical and horizontal
or centre
inadequate.) curve is restricted.
of shank
to rail
level
Coupler carrier springs/
coupler carrier/supporting
device Worn, collapsed or
broken springs/ Cracks, Visually
Equalizer springs or breakage, worn out
bolsters
Coupler shank wear plate Wearing in Drooping

Excessive wear to the Using

Coupler Wing Limit front face and pivot lug aligning
May open up
Inspection or distortion to the guard wing limit
arm or interlocking lug gauge
Gauge
Excessive distortion and must pass
Vertical distortion to
Vertical Height Aligning vertical height of (slide into)
the wing pocket and/
Wing Pocket and Guard Aligning Wing and/or the wing
or guard arm– Not fit
Arm Gauge Guard Arm of the pocket and
to remain in service.
coupler head over the
guard arm

Excessive wear on
Excessive distortion and
Vertical Height the interlocking
vertical height of
Condemning Limit Aligning Gauge surface of the wing
aligning wing and/or
Wing Pocket and Guard must pass pocket and/or guard
guard arm of the coupler
Arm Gauge arm– Not fit to remain
head
in service.

32
11. Coach Under Frame
The front part of under frame is made by joining head stock and body bolster. Two
side sills of sole bar are made of W section. Cross members of the frame are
made of folded channel sections. Floor is made of corrugated sheets. Corrugated
trough floor is plug welded from top with the cross members.

11.1 Items to be checked

How to
Item To be checked for Repercussion
check

Loose and hanging

Under frame parts and for fresh Visually
damage, bent parts
The connected part
will not be secured in
Air brake module frame,
Damage, crack Visually position and not able
air brake pipe lines
to perform the
Head stock , sole bar, desired action.
Damage, crack, Welds Visually,
Gusset plate, cross
sole bar near yaw
member, welds, body DPT
damper bracket
pillars

33
12 Checklist of Important Items for Derailment Investigation

Measurement
Item of
SN Equipment/ Permitted Range/Condition
Inspection
Method
• Should not have cracks or damages at
critical locations.
Bogie frame
and • Should not have loose connections.
1 connected Visually, DTP. • Height of the bogie frame top from rail
parts of level 925+0/-5 mm
bogie. • Maximum No of shims at bogie-body
connection 11.Nos. 1 metal shim=05 mm

• Damages, Cracks, Detachments.

Corrosion marks and sign of aging.
• Bore Diameter ( 230.5 mm).
• Rubber element in ball joint should not
have cracks ( 10 mm).
• Two or more axle end bolts/screws of
Control Arm, different pairs of bottom strap of control
Visual, arm should not be loose or missing.
its parts,
Calipers and
2 rubber • There should not be any heat/ burn
Go-NoGo
elements marks.
gauge.
and bore. • Clearance between safety pin and lug of
control arm (top/bottom), Top=45 mm,
Bottom= 37.5 mm
• Rail level to control arm bracket (vary
depend upon wheel dia)-459 + 4 mm
G.SIDE 1, 464 + 4 mm G. side.2.
• 2. Less than or equal to 3 mm

Visual, • Damage, cracks and breakage.

Compliance to • Permanent set, Load deflection
Trip and Shop characteristics.
Schedules,
Primary • Color of paint on spring should match
3 Testing of spring
Spring with group color.
for free height as
per specification, • Axle box to bogie frame((Primary spring
Color of paint on height ) 260+0 /-4 mm G.car
spring • 252+0/-4 mm G.car
Table contd...
34
Table contd from previous page
Measurement
Item of
SN Equipment/ Permitted Range/Condition
Inspection
Method
• Damage, cracks and breakage
• Clearance between primary vertical
bump stop gap 8mm Gen.car
Rubber disc
and bump • Maximum number of shims at vertical
4 stop for Visually, DTP. bump stop
primary - 1. Metal shim (0.5mm)
suspension - 2.Synthetic (10 mm)
No limit of packing (the length of bolts
used to secure it)

Dampers Visually, • Deformations, damage, cracks and oil

(Primary, Compliance to leaks, Aging.
5
Secondary Shop Schedule I, • Replacement during Shop Schedule III
and Lateral) II & III. (6 years) - mandatory
Fixings/
fasteners and • Loose, Missing , Cracks, ageing,
6 Visually
rubber Detachments
elements
• Damages, cracks and breakages
Visually, DPT, • Height of bogie bolster base plate
Bolster beam
Compliance to (machined surface ) from rail level
7 and
Trip and shop
assembly - 1. 960 + 6 / -2 mm
schedule.
- 2. Less than or equal to 4 mm
• Damage, cracks and breakage.
• Permanent set
Visually, • Load deflection characteristics.
Compliance to • Color of paint on spring should match
(Secondary Trip and Shop with group color.
suspension) Schedules.
• Clearance between bolster beam upper
Steel Coil Testing of spring
8 spring seat from bottom surface to top
Spring and for free height
surface of bottom spring seat (Bolster
Rubber Testing as per
spring height) 517 mm
spring specification
Color of paint on • Height of top plate of side frame to upper
spring face of spring seat
- 1. 44 + 2 mm
- 2. Less than or equal to 6 mm
35 Table contd...
Table contd from previous page

Measurement
Item of
SN Equipment/ Permitted Range/Condition
Inspection
Method
• Ageing, Crack, Damage, Detachments
Rubber Visually, • Horizontal length of crack 30 mm
9
spring Calipers • Vertical length of crack 10 mm
• Crack depth 4 mm

Rubber ring • Ageing, Crack, Damage, Detachments

and miner Visually • Clearance between secondary vertical
10 bump stop gap 90 to 95 mm
pads

• All fixings and fasteners, links and

brackets, Pins, screws should not be
Anti roll bar missing, loose, cracked, having damages
11 Visually, DPT and corrosion.
assembly.
• Bearings Grease should not be oozing
out.

All Rubber
and Rubber/
Metal Bonded
Components, • Loose, Missing, Cracks, damages,
12 Visually ageing, Detachments
Joints,
Bushes,
Seals,
Fasteners.

• Examine traction lever and rods, bush

and plates for cracks, damages and
corrosion. Free to move, not blocked by
any foreign objects.
• Bump Stops shall not be loose, missing,
Traction cracked, damages or crushed. Its
Visually, DTP,
13 centre projected length 30 mm.
Calipers.
assembly
• Clearance between the longitudinal
bump stop and traction centre
8mm + 5/-2
• Clearance between lateral bump stop
and traction centre 25 mm+5/-2
Table contd...
36
Table contd from previous page

Measurement
Item of
SN Equipment/ Permitted Range/Condition
Inspection
Method
Corner rolls • Should not be missing, cracked or
14 Visually
and fittings damaged.
• Check temperature ( 80° C) and
compare with mate bearing on same axle
and bearings on same coach.
• Look for sign of grease leakage.
• Rotate the bearing assembly and feel for
Using non- any rough condition. Note down details
contact type of bearing from metal identification tag
infra-red with the mounting date crimped to the
thermometers. brake disc near the bearing. Examine
15 Bearing Visual front cover of bearing and bottom strap
With a dial of control arm for Loose/ missing screws,
indicator screws holding top. Two or more axle end
mounted on a bolts of different pairs is not allowed to
magnetic base. be loose or missing.
• Bearing mounted end play shall be within
the limit.
• Bench End Play (0.58 - 0.64 mm).
• Mounted End Play at installation (0.096
- 0.330 mm).
• Examine all cables for breakages,
Grounding damages, dislodged /open /missing
cables • Ensure functioning of WSP by verifying
(b)wheel slip the correct signal arrival to the diagnostic
protection equipment.
16 Visual
(WSP)
• Examine the earthing , equipment for
equipments
wear
(c) Speed
sensor • Examine the spring mechanism for self-
regulation

• Examine brake Cylinder bellows, brake

levers and Hand brake equipment
Brake gear Visual externally for damage, cracks.
17
assembly Calipers
• Examine slack adjuster mechanism for
soiling and associated working
Table contd...
37
Table contd from previous page

Measurement
Item of
SN Equipment/ Permitted Range/Condition
Inspection
Method

• Examine Vent/exhaust plug and bellows

relief valve for obstructions.
• Examine air brake piping and hoses for
cracks/ damages/ ballast hitting and
leakages
• Examine caliper pin joints for free
movement
• Examine brake pad, brake-disc, fastening
screws for wear, defect, damage, thermal
or fatigue cracks, broken ribs, loose, axial
movement along the axle.
• Look for groove near the periphery, it shall
be visible else brake pad/ brake-disc, to
be condemned.
• Wearing/worn out (residual thickness
5 mm)
• Check brake caliper for correct operation
• Examine brake shoes for clearance which
shall be approx. equal on both side of
same disc; and individual and total
clearance shall be within 1-1.5 mm.
• Permissible wear between pins and
bushings of brake-disc shall be 1 mm.
• Check tightness of pre-tensioned locking
gate and locking spring.
• Clearance between brake disc bottom to
Rail level 137.5mm
• Look for loose / broken / missing nuts
and bolts.
Visual, • Check whether movement in horizontal
Go-No Go and vertical direction is free.
18 CBC gauge • Look for worn, collapsed or broken
Buffer height springs of supporting device.
gauge
• Check Shank wear plate
• Wearing 3/16 in.
Table contd...
38
Table contd from previous page

Measurement
Item of
SN Equipment/ Permitted Range/Condition
Inspection
Method

• Check coupler wing Limit.

• Check vertical Height Aligning Wing
Pocket and Guard Arm Gauge - gauge
must pass (slide into) the wing pocket and
over the guard arm.
• Vertical Height Condemning Limit
Aligning Wing Pocket and Guard Arm
Gauge- gauge must pass
• Examine whether CBC is drooping.
• Standard Buffer height
• CBC height 1030 mm to 1105 mm

Check wheel tyre profile with Tyre Defect

Gauge as shown in Para 8.1:-
• Thin Flange- Flange thickness reduces
to less than 16mm. Wheel with flange
less than 22mm thick is not permitted to
Wheel run on high speed train
defects. • Sharp flange- Radius at flange tip
(Thin Flange, reduces to less than 5mm.
Sharp • Deep flange-Height of the flange
Flange, Tyre Defect becomes greater than 35mm.
Deep Gauge • Hollow Tyre/False Flange- Projection of
19
Flange, (Go No Go outer edge of the wheel tread below the
Hollow Tyre/ Gauge) hollow of tyre exceeds 5mm
False
Flange, then the worn tread is called Hollow Tyre
Flat Tyre, and outer edge of wheel is called false
Worn Root.) flange
• Flat tyre- Maximum permitted flatness
of wheel is 50mm
Worn root-Root radius reduces to less
than 13mm.

Table contd...
39
Table contd from previous page

Measurement
Item of
SN Equipment/ Permitted Range/Condition
Inspection
Method
Maximum-1602 mm
20 Wheel gauge Wheel gauge
Minimum- 1599 mm

Wheel Maximum-915 mm
Wheel tread
21 diameter
diameter Minimum-845 mm
gauge
Under frame, head stock, sole bar, gusset
plate, cross member, welds, and body
pillars.
Visually,
22 Coach body Loose and hanging parts and for fresh
DPT
damage, bent parts.
Damages, cracks in welds connecting yaw
damper bracket with sole bar

  

40
Item No.13.0 - Guidance for filling of accident proforma circulated vide Railway
Board letter No.2018/Safety(A&R)/1/8 dated 25.01.2019, on "Revision and
Standardization of Observation/ Measurement of Accident Investigation/Inquiry".

SN as per
latest Measurement Permitted Range/
Reference in
performa Item of Inspection Instrument/ conditions to be
this book
for method observed
carriage
Date of incident &
2 As per actuals As per actuals --------------
time
3 Train No As per actuals As per actuals --------------
• To be checked for
validity of the BPC.
• Mail/ Exp trains –
BPC is valid uptp
Details of BPC along
4000 km or 96 hrs
with the name of the
whichever is earlier.
4 station, where As per actuals --------------
• For Rajdhani,
issued and Engineer
Duronto & Shatabdhi
(C&W) who issued it.
trains, Fresh BPC to
be issued from
originating &
terminating station.
5 Vehicle No As per actuals As per actuals --------------
6 Type As per actuals As per actuals --------------
7 Tare in tonnes As per actuals As per actuals --------------
Carrying capacity
8 As per actuals As per actuals --------------
in tonnes
9 Built date As per actuals As per actuals --------------
10 Return date As per actuals As per actuals --------------
SS-1, SS-2, SS-3 are to be
11 POH Details As per actuals done at interval of 18, 36 --------------
& 72 months respectively.
12 & 13 Station (from-to) As per actuals As per actuals --------------
Position from the
14 As per actuals As per actuals --------------
engine.

41
SN as per
latest Measurement Permitted Range/
Reference in
performa Item of Inspection Instrument/ conditions to be
this book
for method observed
carriage
Wheel Gauge in mm
(to be measured at
three locations)
measured in empty 1600+2 Page No 26
15 Wheel Gauge
condition at the 1600-1 item 8.3
horizontal plane
passing through the
center of the axle.
Wheel Diameter
Measurement Maximum = 915mm
16(i) Wheel Diameter Page No 27
Record whether below Minimum = 845mm
16(ii) gauge item 8.5
condemning size (Yes/ (condemn)
No)
Difference in the wheel
Any indication of bent gauge on the same axle
Visual, Wheel Page No 27
17 axle or wheel having indicate bent axle.
Gauge item 8.4
shifted on axle Maximum =1602mm
Minimum =1599mm
Wheel and axle face
particulars (In case of Actual conditions to be
visual --------------
breakage of wheel/ recorded
axle).
Axle face particulars. (In
case of breakage of any Actual conditions to be
18 Visual --------------
axle/wheel). 1L-1R, recorded
2L-2R, 3L-3R, 4L-4R.
Ultrasonic particulars
on the hub of the disc
Actual conditions to be
19 (In case of breakage of Visual --------------
recorded
any axle/ wheel).1L-1R,
2L-2R, 3L-3R, 4L-4R
Stamping particulars on
wheel disc regarding
manufacturer RA/RD Actual conditions to be
20 (In case of breakage of Visual --------------
recorded
any axle/ wheel). 1L-1R,
2L-2R, 3L-3R, 4L-4R

42
SN as per
latest Measurement Permitted Range/
Reference in
performa Item of Inspection Instrument/ conditions to be
this book
for method observed
carriage
Page No 20,
Observation after
21, 22, 23
measuring the profile Tyre Defect Check wheel tread
21 Item 8.1.1,
with wheel defect Gauge, Go-NoGo profile with Tyre Defect
8.1.2, 8.1.3,
gauge Gauge Gauge
8.1.4, 16.6,
( Good/Reject able) (L)
8.1.5
Page No
Observation after
20,21,22,23
measuring the profile Tyre Defect Check wheel tread
Item 8.1.1,
22 with wheel defect Gauge profile with Tyre Defect
8.1.2, 8.1.3,
gauge ( Good/ Reject (Go No Go Gauge Gauge
8.1.4, 8.1.5
able) (R)
and
Item 19
Page No. 39
Roller Bearing
Condition of axle box Page No 17,
Properly secured in
23 rear and front Visual 18
place.
covers/end cap (FIAT) item 7.1
Condition of face Page No 17,
Loose / missing screws.
24 cover plate. Visual 18
Tightness of screws
item 7.1
Condition of bearing Page No.17,
Properly secured in
25 seal & studs/locking Visual 18,
place.
plate and bolts (FIAT) item 7.1
Condition of roller Page No 17,18
Properly secured in item 7.1 and
26 bearing and its Visual Item 15
place.
components page No. 37
Spring and Spring Gear
Check for damage,
Visual Inspection/ cracks or breakage, Page No 8
Condition of coil Measurement Testing spring for free item 5.2.1
suspension spring, i.e. with Height height (for permanent and Item 8
27
Normal/ Fractured Gauge/ Go-NoGo set), testing of load Page No. 35
(Old/ Fresh) Gauge/ deflection characteristics
Measuring steel according to the
tape specification.

43
SN as per
latest Measurement Permitted Range/
Reference in
performa Item of Inspection Instrument/ conditions to be
this book
for method observed
carriage
• Crack in Rubber
Spring
Condition of Rubber
- Horizontal length
spring i.e. Page No.12,
<30mm
28 Normal/Cracked Visual, Steel rule 13
- Vertical length
including length of item 6.2.1
<10mm
crack, ( For LHB only)
- Crack depth
<4mm
• All the fasteners
must be properly
tightened.
Condition of air spring • There should be no
29 including leakage in Visual leakage in air joints. --------------
piping. • Check the installation
lever for its correct
position and tighten
properly.
Deflected height of
coil spring after re-
30 NA NA NA
railing on level un-
canted track
Crown clearance
31 NA NA NA
(Vertical)
Bogie frame- Bolster
32 NA NA NA
clearance (Vertical)
Body Bogie clearance
33 NA NA NA
(Vertical)
Condition of Rubber
Disc and Bump stop of Damage, cracks & Page No 8,
34 Visual
primary suspension breakage item 5.2.1
(For LHB)
Height of Bogie bolster
Measuring tape/ 930+6 mm
35 base plate from rail ---------------
Steel rule 930-2 mm
level (For LHB)
Condition of Bogie components

Condition of BSS
36 NA NA NA
Hanger (for ICF).

44
SN as per
latest Measurement Permitted Range/
Reference in
performa Item of Inspection Instrument/ conditions to be
this book
for method observed
carriage
Condition of Equalizing
37 NA NA NA
Stay (for ICF)
Condition of Anchor
38 NA NA NA
Link (for ICF)
Condition of control Visual, Caliper Damages, Cracks,
39 arm, Rubber element and Go-NoGo Detachments corrosion Item 2
and Bore (For LHB) gauge. Marks and sign of aging. Page No. 34

Condition of Axle guide

40 Cum Dash pot including NA NA NA
oil level (for ICF).
Condition of Hydraulic Deformations, damage, Page No.9,
41 Visual
Dampers cracks and oil leakage. item 5.3
Loose, missing, damages
Condition of Anti-roll and corrosion Page No 14,
42 Visual
bar (For LHB) Grease oozing out from item 6.4.1
the roller bearings.
Condition of Centre Pivot
43 including verticality of NA NA NA
Pivot Pin (for ICF).
Condition of Side
44
Bearers including oil NA NA NA
level and wear (for ICF).
• Check for damage,
cracks or breakage.
• Testing spring for
Condition longitudinal free height (for
/lateral flexibility of Visual, Force permanent set). Page No 12,
45
secondary spring (For deflection test • Testing of load item 6.2.1
LHB) deflection
characteristics
according to the
specification.
• Longitudinal bump
Clearance between stop clearance - 8mm Page No 10
Traction center and +5/-2 Item 13
46 Steel rule
longitudinal /Lateral • Lateral bump stop Page No. 36
Bump stop (for LHB) clearance - 25mm
+5/-2
45
SN as per
latest Measurement Permitted Range/
Reference in
performa Item of Inspection Instrument/ conditions to be
this book
for method observed
carriage
Remarks regarding
free movement of
47 NA NA NA
bolster and pivot and
their condition
Condition of grounding
Breakage, damages,
cables , Wheel slip Page No 18,
48 Visual dislodged, open/ missing
Protection (WSP), and item 7.1
parts
speed sensor (For LHB)
Condition of Brake Gear To be ensure for proper Page No 28,
49 Visual
Assembly working Item 9.1
Buffer/ coupler Height
( to be taken on an Page No 31,
50 Visual / Buffer
uncanted track after 1105 -1030 (mm) 32
Height Gauge
uncoupling and re Item 10.1
railing (Front)
Buffer/ coupler Height
( to be taken on an Page No 31,
Visual / Buffer
51 uncanted track after 1105 -1030 (mm) 32
Height Gauge
uncoupling and re Item 10.1
railing) in mm.
Condition of side
buffers Working, dead,
52 NA NA NA
drooping, and
entanglement.
Details of broken parts
giving locations w.r.t
point of mount and
53 derailment and Visual --------------
whether breakage As per actuals
considered due to
Accident.

46
SN as per
latest Measurement Permitted Range/
Reference in
performa Item of Inspection Instrument/ conditions to be
this book
for method observed
carriage
Any other defect in the
vehicles which may
have contributed to or
caused the derailment
54 Visual As per actuals --------------
such as condition
of the coupler, draft
gear pocket, shearing
plate etc.
List of damages to the
55 Visual As per actuals --------------
coach due to accident.
Other observations
56 considered relevant to Visual As per actuals --------------
derailment.

*******************************************

47