Pattern of Freight Train Examination:

• Comprehensive instructions regarding the pattern of

freight train examination and issue of Brake Power
Certificate have been issued by Railway Board in the
form of Joint Procedure Order vide Railway Board’s
letter No.94/M (N)/951/57/Vol.II/Pt. dated
25.10.2004 amended vide Railway Board’s letter of
2005/M (N)/951/13, dated 8.2.2006. Any
revision/modification in the same shall be approved
by Railway Board (Mechanical Directorate) only.
 Examination of Originating Trains:

Originating trains shall be examined by the train

examining staff before dispatch to ensure that all the
stock is in fit. condition to run and the rejectable
defects have been attended to.
ii. It is the responsibility of the Station Master/Yard
Master (Traffic department) to offer originating trains
for examination to C&W supervisor.
iii. A certificate of such fitness shall be given to the
Station Master/Yard Master by the concerned C & W
Supervisor after carrying out the examination.
iv. Station Master/Yard Master shall not dispatch the
train unless this certificate is received by him.
C&W Supervisor shall ensure that no due / overdue
POH/ROH wagons in terms of rejection rules- are allowed
in intensively examined trains.
Notification of Examination Points:
i. All goods trains must invariably be given Intensive
Examination for repairs.
ii. Railways should notify nodal points authorized to
issue intensive brake power certificates for running of
air brake trains on End-to-End basis and in Close
Circuits.
iii. These nodal points should have adequate facilities like
cemented pathways, welding points, proper lighting etc.
for proper examination of trains.
Frequency of intensive examination for different stock:
i. As a rule, all freight trains should be subjected to
intensive examination in empty condition at originating
stations.
ii. In exceptional cases the back-loaded freight trains
can be examined at the first examination point.
iii. All freight trains shall be re-examined by C & W
supervisor if stabled for more than 24 hours in train
examination yard or enroute by driver and Guard .
All wagons undergoing tippling operations shall be
examined by C&W staff where number of tipplings is
three or more rakes per day and by driver and Guard
where these are less than three rakes per day.
Stock running on end-to-end pattern, the intensive BPC
shall remain valid provided:
a) The destination is mentioned on the BPC of the loaded
train.
b) The composition of the rake is not changed by 4 or
more wagons
c) The rake is not stabled for more than 24 hours in train
examination yard.
End to End Examination
The rake should normally be intensively examined in
empty condition except when back loading of rake has to
be done at stations/sidings. After such intensive
examination, the empty rake should be moved to the
loading station as per the requirement of traffic.
(i) The BPC of empty rake may have no destination
mentioned. However, after loading the empty rake, the
operating staff (commercial staff, if operating staff is not
posted at that station) will ensure that the destination of
the loaded train is clearly mentioned on the BPC and the
same BPC will then become valid up to such destination.
(ii) No Loco pilot should move the loaded train from the
loading point unless the destination is clearly mentioned
on the BPC. BPC of the loaded train without destination
will be considered as invalid.
(iii) At the destination, after unloading, the rake must be
examined once again in the empty condition and the
above cycle repeats. In the absence of freight train
examination facilities at the unloading point, the empty
rake/back loaded rake must be examined at the first
freight train examination point in the direction of movement.
(iv) The movement of empty rake/back loaded rake from
the unloading point to the first freight train
examination point will be permitted on Loco pilot and
Guard’s certificate.
The End-to-End BPC shall remain valid provided:
The destination is mentioned on the BPC of the loaded
train.
Rake Integrity is not disturbed by more than 04 wagons (in
case of BLCA/BLCB, the maximum limit of wagons which
can be detached/replaced during run are 05, i.e. 01 unit =
05 wagons) and intensively examined wagons given fitness
by train examining staff may be attached as replacement.
BACK LOADING OF TRAINS:
When back loading is done at a station where freight train
examination facilities exist, the loaded rake should be
examined at that station only and BPC issued. In cases
where back loading is done at a non-TXR station, such
trains can be:
Either checked by flying squad, if operationally feasible.
Or, if it is not possible, permitted to run on a Guard &
Loco pilot’s memo.
Running of trains on Loco pilot’s and Guard’s memo, will
be permitted only up to the first freight train examination
point in the direction of train movement.
Premium Examination: -
The BPC of premium rakes shall have a validity of 12 days
with 3 days additional grace period to facilitate
examination in unloaded condition. The following stamp
shall be provided on the BPC of Premium rakes:
This BPC is valid up to …………… (Mention date)
After this date NO FRESH LOADING IS PERMITTED
(3 days grace period after this date is allowed for
rakes loaded up to above date)
The following conditions have been prescribed for
Premium rakes
(a) Premium end to end rakes will be intensively examined
in empty condition and certified by examination points
nominated by CME & COM.
. Such premium examination points should either be ‘A’
category or upgraded to ‘A’ Category examination point.
(b) If any of the conditions, i.e. examination in empty
condition or examination at nominated points is not
satisfied; rake will not be certified as premium rake and
will operate as normal end to end rake.
(c) Brake Power Certificate issued for such premium end
to end rakes will be valid for 12 days from the date of
issue. During this 12 day period, the rakes will be
allowed for multiple loading / unloading.
(d) After each loading / unloading, the rake will be
examined by Guard and Loco pilot before
commencement of journey and observations will be
recorded under the relevant columns of the Brake Power
Certificate.
. In case of mechanized loading/ unloading, examination
by TXR is desirable.
(e) The rakes will be turned out with minimum 95% Brake
Power.
(f) After the completion of 12 days, the rakes should be
offered for next intensive examination at the first
examination point in the direction of movement. To avoid
examination in loaded condition, a grace period of 3 days
shall be permitted. However, after expiry of the grace
period, i.e. after completion of 15 days after the date of
issue of BPC, even a loaded premium rake shall be offered
for examination at the first TXR point in the direction of
movement.
Further, in no case, Premium rakes shall be offered for
loading through bypass routes or through yards which are
not nominated for examination. After examination, the
rake will be certified as premium rake subject to
fulfillment of above mentioned conditions, otherwise as
conventional end to end rake.
(g) Movement of Premium rakes will be monitored
thorough FOIS by Traffic and Mechanical departments.
Close Circuit Rakes Examination.
Railway must ensure that the infrastructural facilities at
all the CC examination points are upgraded to ‘A’
category.
(a) As far as possible, the close circuit air brake rakes
should be formed from off-ROH and off-POH wagons.
(b) The complete history of wagon and its components, i.
e. Bogie, Draft gear, Coupler, AB System, Wheel & CTRB,
etc. should be maintained by the Base Depot.
(c) The Originating Brake Power for air braked goods
trains running in close circuit, shall be 100 % with
adequate brake block thickness.
Further, Zonal Railways shall maintain detailed record w.r.t.
enroute detachments, brake power and detachments
during examination of these rakes.
(d) The BPC of CC rakes shall be valid for 6000/7500 kms or
30 days + 5 days, whichever is earlier. Grace period of 5
days is allowed if the rake is moving towards the base
depot. The following stamp shall be provided on the BPC
of CC rakes:
This BPC is valid up to ……………… (Mention date)
After this date NO FRESH LOADING IS PERMITTED
(5 days grace period after this date is allowed if the
rake is moving towards the base depot)
(e) The BPC of CC Rake issued at the nodal point shall
remain valid provided:
The kilometrage have been logged in correctly and
continuously (if not, the BPC will be deemed to be valid
for 20 days only from the date of issue). It is the
responsibility of the crew to check that entries regarding
distance are clearly and continuously recorded.
The rake integrity is not changed and only the listed
wagons are included.
The rake is running in the predefined circuit only as
mentioned on the BPC.
(Breaking the rake into parts and reforming the same
parts will not be deemed to have broken the rake
integrity).
No intermediate examination of the Close Circuit rake is
required. It would be the responsibility of the Loco pilot
and Guard to check the unloaded CC rake at the unloading
point and ensure brake continuity before starting.
(f) Normally, all Close Circuit freight trains should be given
intensive examination during day light hours. However, if
Close Circuit freight trains are examined during night
hours, minimum illumination level of 100 to 150 Lux is
required for under gear examination as well as repair work
of rake.
(g) BPC issued after thorough freight examination in empty
condition must be revalidated after loading. Revalidation
includes conducting brake continuity test, ensuring
completeness/securing of brake gears and endorsing on
intensive BPC. No wagons shall be detached from the rake
unless safety is affected.
CC rakes shall be subject to the following conditions:
CC Rakes should be maintained in the examination yards
which have No line of OHE Passing over the maintenance
lines.
CC rakes shall be monitored closely through FOIS by all Sr.
DOMs to ensure that these rakes are worked to their
respective base depots before completion of stipulated
KMs/ days. Rakes with invalid BPC shall normally not to be
permitted to run in service.
All the cases of violation of this limit shall be analyzed by
the concerned Division / Zone where such rake gets
detected, either on run or during subsequent
examination, for adequate corrective and/ or preventive
action (if necessary).
 In case Km / Days limit is breached due to lack of
monitoring or otherwise, and the rake is in empty
condition, it shall be pushed to nearest TXR point for
Revalidation and endorsement on BPC by TXR that the
train is safe to run up to the base depot.
 Such potentially unsafe rakes mentioned under (g)
above, when detected in loaded condition, shall be
subjected to GDR check and pushed to destination.
After unloading, the empty rake shall be offered to the
nearest TXR point for Revalidation and endorsement on
BPC by TXR that the train is safe to run in empty condition
up to its nominated base depot.
The potentially unsafe rakes from the point of detection to
the nearest TXR point will move on GDR check.
It would be the responsibility of the Driver and Guard to
check the unloaded CC rake at the unloading point and
ensure brake continuity before starting.
All close circuit freight trains will be given intensive
examination preferably during day light hours.
Issue of intensive brake power certificate:
All freight trains after being subjected to intensive
examination will be issued a Brake Power Certificate by
C & W Supervisor of Mechanical Department.
To distinguish the brake power certificates,
Standardization of brake power certificate over IR should
be as under:
(i) CC Rakes examination- (Yellow-Colour)
(ii) End to end air brake- (White- Colour)
(iii) Premium end to end rake examination
(Green Colour)
The minimum originating brake power for air braked
goods trains, running on end-to-end pattern of
examination, shall be 90% except wherever local
instructions have specified higher level of brake power to
meet specific requirement. Exception shall only be made
after prior approval of Chief Mechanical Engineer has
been obtained for each individual case.
The originating brake power for air braked goods trains,
running in close circuits shall be 100 % and 90% at any
time during the run.
No fresh Brake Power Certificate is required during
revalidation.
Whenever brake power certificate become invalid, and
there is no C&W Supervisor available at that point, Guard
& Driver will check the train and take the train up to the
next train examination point after their joint check.
Brake pipe pressure required in the air-braked train with
locomotive should be as follows:
Length of train Brake pipe Feed pipe
pressure in Train pressure in Train
(kg/cm2) (kg/cm2)
Locomot Brake Locomot Brake
ive Van ive Van
Up to 58 Air 5.0 4.8 6.0 5.8
brake wagon
Beyond 58 Air 5.0 4.7 6.0 5.7
brake wagon
C&W Supervisor will mention the individual numbers of wagons
with in-operative cylinders/piped wagons at the back of the
Brake Power Certificates. Such wagon shall be attached after two
wagons from engine and 4 wagons before brake van.
At Stations where only the crew is changed, incoming crew will
hand over the same brake power certificate to the outgoing crew
of that train.
In case of Air Braked stock, the Guard shall not start a Train without
brake pipe pressure gauge. The Driver & Guard both ensure the
continuity of rake before starting.
The following procedure shall be followed to issue the BPC after
attachment of the locomotive:
All BP hoses/ hosepipes on the train should be coupled up. The
angle cocks in case of air brake stock at both ends of the wagon in
brake pipe should be open. The angle cock at the end of air brake
van must be in closed position.
Attach front wagon BP hose/ hosepipe to BP hose/ hosepipe of the
locomotive.
Ensure firmness and tightness of hoses with palm ends/universal
coupling and clips.
Ensure that all the cut off angle cocks on brake pipes are in open
position in case of air brake stock, except the last angle cock of rear
brake van.
 Attend to all leaks by replacing MU washer/IR washers, leaky hoses
and angle cock assembly, if requisite BP pressure is not coming in
the last vehicle.
Inoperative or defective brake cylinders should be isolated but this
is not allowed in case of ‘CC’ (Air Brake) rakes at originating point
and 100% Brake power should be ensured.
Not more than 4 wagons shall be marshaled in one hook having
IOP wagons.
BPC issued after intensive examination in empty condition must be
revalidated after loading. Revalidation includes conducting brake
continuity test, ensuring completeness/securing of brake gears only
and endorsing on intensive BPC. No detachments, unless safety
affected.
The BPC of an empty rake having destination marked after
unloading will be treated as invalid.
It is the responsibility of the driver and guard of the train to
check the BPC validity while starting the train from originating
train or at the crew changing point. Irregularities noticed, if any,
in the BPC must be brought to the notice of C & W Controller.
CC rakes formed from off ROH/POH wagons based for
maintenance on CC pattern at nominated base shall be
operated over the ZRs defined in the circuit only mentioned on
the BPC Provision of following facilities is a must at the
nominated point.
Proper computerized record keeping and documentation at CC
base depot shall be ensured to monitor health/condition of CC
rakes operating under this scheme including reliability,
utilization, loss of rakes and integrity etc.
FOIS terminal to be provided with C&W control, Sr.DME/C&W,
CRSE (frt) and Head Quarters C&W control and at CC base
depot & outstation depot of the railways served by above
circuits.
Rakes operating on ZRs not mentioned on the BPC will lose their
CC character and will be treated as per instructions prevailing for
normal end to end rakes.
All rakes will be returned back to their nominated base CC depot
as per validity of BPC. The BPC of such CC rakes shall be valid for
7500 kms/35 days or 6000 kms/30 days (whichever is earlier)
according to the depot nominated for issue of such BPC validity
the BPC shall be valid on the ZRs defined in the circuit. Incase kms
are not logged on BPC, the validity of BPC should be valid for 20
days.
Infrastructure facilities at the nominated CC points shall be made
available at par with „A‟ category Depots. DRM should ensure that
proper lighting arrangement, material handling equipments,
welding facilities etc. are made available in these yards, if required
by hiring so that quality of examination /repairs and safety is not
compromised.
In loaded condition – In case BPC becomes invalid at outstation
in the circuit, it will be examined at the next available train
examination point in the direction of movement and BPC shall
be revalidated for movement in the specified circuit up to its
nominated depot via unloading point.
Examination in the loaded condition should be in exceptional
circumstances.
The rake should be given a unique nomenclature. These
nomenclature rakes should be entered in FOIS and monitored,
including breaking/loss of CC rakes.
Terminal equipments and connectivity for FOIS terminals, as
specified above should be provided under extant powers of
GM/DRM. Besides special conditions mentioned herein above
with respect to maintenance and operation of these special CC
rakes, all other general instructions regarding maintenance of
air braked freight stock and 7500/6000 km CC rakes, issued by
Board from time to time shall be observed.
 MONITORING OF CC RAKES
In order to have effective check/control, close monitoring of
these CC rakes at Division and Zonal Head Quarter level is
essential for which following guide lines are issued for strict
compliance by all concerned The Chief Traffic Controller and C&W
controller of the division should keep close watch on day-to-day
basis on movement of the rakes .
CC rakes with invalid BPC shall normally not be permitted to run
in service. However, deviations within the purview of Board‟s
instructions can be permitted in exceptional cases.
The kms earned by the rake as logged in the BPC should be
relayed to the Chief Traffic Controller of the Division by the
Traffic/Commercial staff at each loading/unloading station. The
kms earned by the rakes shall also be nominated through FOIS
and crosschecked.
It shall be the responsibility of the Chief Traffic Controller of
the Division to ensure that, the rakes are returned to the
base depot for Primary Maintenance in empty condition
before the expiry of BPC either on kms or days basis
whichever is earlier. The movement of rakes shall be
monitored closely at Zonal HQ level, in liaison with division
control and through FOIS by CHC,C&W control , TI/HQ and
ATM (Freight).
The station/Yard staff, both commercial and operating at the
loading/unloading points shall always check the
nomenclature of the rakes stenciled on wagons on arrival at
their station, So that, the same is ensured at the time of
dispatch of Empty/Loaded rakes and the control is informed
accordingly.
Any failure in this respect shall be viewed seriously and the
concerned staff shall be taken up fixing the responsibility.
Frequent surprise checks should be conducted by the inspector of
traffic and mechanical department to ensure that staff concerned
is scrupulously following the instructions laid down. No CC rakes
shall be dissipated, disintegrated or dissolved without the specific
approval of CFTM and CRSE.
The conditions governing validity of BPC and the check list for GDR
check have been made part of the BPC and shall be applicable in
general and followed by all concerned.