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Brake Power Certificate

Definition:- Brake power certificate is a written certificate issued by C&W supervisor after intensive
examination of wagons/coaches and successfully continuity test done by Loco pilot and Guard which
is valid with all written information on it and permitted this train to run from a station.
It is prepared in triplicate- record foil, LP foil and Guard foil. It contains the following
particulars:-
• BPC Number
• Name of depot
• Date of issue
• Train No.
• Loco No.
• Load
• Nos. of Brake cylinder
• Nos. of Active Brake cylinder
• Percentage of active cylinder
• On Train & pressure ready time
• Validity of BPC in term of i) Destination, ii) Hours, iii) Days, iv) KM & Days both etc.
• Number and position of vehicles written at the back side of BPC in Goods train.
• In Passenger trains Minimum two coach numbers from Working Loco side and brake Van side
and two coach numbers from middle of the train.
• Instructions for LP & Guard, if any.
The following train examination stations are nominated for intensive examination of BG Goods trains
on N.F.Railway system.
• New Jalpaiguri of KIR Division
• New Bongaigaon of RNY Division
• New Guwahati of LMG Division
• New Tinsukia of TSK Division.
-: GDR CHECK LIST :-
SN ITEMS TO BE CHECKED BY GUARD AND LP
01. Rake integrity is not disturbed by more than 4 wagon (10 FWUs.) Only intensively Examined
wagons given fitness by Train examination staff are attached.
02. All CBC and Air hoses / Vacuum hoses are properly coupled and locked.
03. All the Angle Cocks are in open condition ( applicable for Air brakes)
04. The last Angle Cock in closed condition. For vacuum brake, last hosepipe should be coupled with
dummy plug.
05. Empty / Load device handle is in proper position.
06. There are no loose fittings / hanging parts like push-pull rod, Brake Beam, safety Brackets, Brake
Blocks etc. which may endanger safe running of the train.
07. Hand Brakes are released
08. Doors of wagons are closed and locked / secured.
09. Any other abnormality noticed and action taken.
10. Guard & Driver shall prepare a memo jointly on a plain sheet in triplicate indicating the brake power
and deficiency, if any, and shall append their signature and both of them shall retain a copy of the
same. Guard should obtain SM / YM’s endorsement on two copies of joint memo and hand over
the third for SM / YM’s record. SM / YM will inform the Section Controller after making the
endorsement on the joint memo and obtain clearance for the train to move. The old BPC copy
should be given to prepare the joint note.
11. GDR to be done only for rakes which are to be offered for TXR examination, where due, after
completion of the loading & unloading cycle. Three items mentioned below are the most important
ones in the instructions (on GDR check)
i) Adequacy of Air pressure/ Vacuum
ii) Continuity of Air pressure/ Vacuum from Loco to last vehicle.
iii) Success of the brake feel test
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WHEN GDR IS REQUIRED :-
• Observe SR-4.31/2, Railway Board Letter No.2008/M(N)951/13 Date:-28/8/09, Railway Board
Letter No.2013/M(N)951/25 Date:-02/01/14, Any JPO issued from Divisional/Zonal Railway Office.
• Post Loading/Back Loading
• If mechanized loading/unloading of the rake is done
• Invalid BPC.
• Clearing Stable Load more than 24hrs at road side station i.e non TXR Point.
When GDR is not prepared for clearing stable Load/after loading or unloading of a train then
Loco Pilot & Guard ensure:-
"After each loading/unloading the rake will be examined by Guard and Driver before commencement
of journey and observation will be recorded under relevant column of the Brake Power Certificate".
Conditions for invalid BPC
(1)..Without mentioning destination in loaded rake, BPC shall be treated as ‘Invalid’ in End To End
Intensive Air Brake. At the destination after unloading, the rake must be examined once again in the
empty condition as it is treated ‘Invalid’.
(2).. If validity of BPC is expired in term of Hours, Days, KM or Days & KM Both.
(3). More than 4 vehicles detached or attached in the rake composition. (more than one group in
BLCA/BLCB where 5nos. wagon are in a group).
4). Provided the rake is stabled for more than 24 hrs. in Train Examination Yard.
Air Brake Continuity Test
Air brake continuity got to be ensure in Air brakes fitted trains.
Purpose:- Continuity test is done to conform the air pressure of brake pipe is continue in the brake
pipe only from engine to brake van / last vehicle.
Following procedures shall be followed for the purpose:-
1. After checking of loads LP & Guard will take their respective position i.e. at engine and brake
van/rearmost vehicle.
2. LP will blow single long whistle indicating and drawing the attention of Guard for starting of Air
Brake continuity test.
3. LP will then ensure Air Pressure of 6.0kg/cm 2 in Feed pipe & Air Pressure of 5.0kg/cm 2 in brake
pipe by keeping Automatic Brake Valve to running position the cab room & also in BV.
4. Then LP will keep Automatic Brake Valve to Application position and retain 4.0 kg/cm2 air pressure
in brake pipe & close the ¾” or 1”COC or put LT switch in Test mode after which he will blow long
whistle twice.
5. Guard will open the emergency brake valve in BV or brake pipe angle cock in the rear most vehicle
and exhausted the full air i.e zero pressure, after which the valve /cock must be closed.
6. On seeing the B.P. pressure reduce to zero, LP will open the ¾” or 1”COC or put LT switch in
Lead mode. 4.0 kg/cm2 air pressure in brake pipe will be build up. Now move the Automatic Brake
Valve to running position & ensure that 5.0 kg/cm 2 pressure is registered in the loco followed by
blowing single long whistle as a mark of completion of Air Brake Continuity Test.
7. If Brake Pipe pressure in loco gauge does not indicate zero, it should be checked for the cross
connection of BP & FP. If any rectification/correction is carried out, LP & Guard should repeat the
testing procedure as indicated against step 3, 4, 5 & 6 above. Brake Power Certificate should be
issued after the completion of such test.

LVCD–Last Vehicle Check Device POMKA–Portable Medical Kits for Accident

ARME– Accident Relief Medical Equipment NDMA–National Disaster Management Authority
SPARMV–Self-Propelled Accident Relief SDMA–State Disaster Management Authority
Medical Van
SPART–Self-Propelled Accident Relief Train NIDM–National Institute of Disaster Management
MFD–Maschinen Fabriken Deutschland NDRF–National Disaster Response Force
HRE–Hydraulic Re-railing Equipments GHRR–Golden Hour Rescue & Relief
LHB–Linke-Hofmann-Busch IAT–Instant Action Team
SPURT Car–Self-Propelled Ultrasonic Rail SPAD–Signal Passed at Danger
Testing Car
USFD–Ultra-Sonic Flaw Detector TEU–Twenty-feet Equivalent Unit
 COACHING BPC 3
Ref:-RB letter:-No.95/M(C)141/1Pt.Date :-14.06.17 Maintenance pattern of coaching trains (main line)

S. Category of train Pit examination & Brake System check prior to start at platform
N0 issue of BPC with at the other end
validity.
1 Rajdhani, Duronto trains At both the end. Validity Complete air brake testing with issue of fresh BPC
up to destination. at both end.
2 Shatabdi train At primary end. Validity- Only continuity check if stable at platform, or
Round trip. brake power check with endorsement on original
BPC by TXR after continuity test.
3 Mail Exp. trains round At both the end Validity Complete air brake testing with issue of fresh BPC
trip run > 3500 KM for up to destination. at both end.
ICF &> 4000 Km LHB
4 Mail Exp. trains round At primary end Only continuity check if stable at platform, or
trip but up to 3500 KM for Validity- Round trip. brake power check with endorsement on original
ICF & 4000 Km LHB BPC by TXR after continuity test. Through mail
(Excluding category 1 train) like 15483/15484
5 Mail Exp. trains that At primary end Only continuity check if stable at platform, or
touch the primary station Validity- Round trip. Or brake power check with endorsement on original
more than once within instructed by BPC by TXR after continuity test.
the limit of 3500 KM for COM/CME
ICF & 4000 Km LHB and Note:- i)Approved by COM & CME,
96 hrs, whichever is ii) minimum 3hrs in pit etc
earlier. (excluding
Rajdhani, Duronto,Satabdi)
6 Interconnected Mail Exp. At primary end. Only continuity check if stable at platform, or
round trip run up to 3500 Validity- 3500 KM (ICF) brake power check with endorsement on original
KM (ICF) or 4000 Km or 4000 Km (LHB) or BPC by TXR after continuity test.
(LHB) 96 hrs. Whichever earlier. Like intercity train
7 Passenger trains with At primary end. Only continuity check if stable at platform, or
toilet including Validity- 3500 KM (ICF) brake power check with endorsement on original
interconnected or 96 hrs. Whichever BPC by TXR after continuity test.
passenger train / shuttles earlier.
8 Passenger trains without At primary end validity- Only continuity check if stable at platform, or
toilet. 3500 KM or 7 days, brake power check with endorsement on original
whichever is earlier BPC by TXR after continuity test.
9 Dedicated Parcel Train At primary end. Only continuity check if stable at platform, or brake
validity - 4500 KM power check with endorsement on original BPC by
or 10 days, TXR after continuity test.
whichever is earlier.
10 Military / Election special At primary end. Only continuity check if stable at platform, or brake
train Validity- 3500 km power check with endorsement on original BPC by
(ICF) or 4000 Km TXR after continuity test.
(LHB) or 96 hrs
whichever is earlier
11 DEMU. At the base depot. ISSUE OF BPC:- The platform examiner will issue
Validity- 10 days for BPC for the train before commencement of the first
all DEMUs more outward jurney as passenger train after maintenance
than 700 HP & at base depot.
7 days up to 700 BRAKE SYSTEM CHECK:-Brake system check prior
HP DEMUs. to start at platform / stabling line by crew and Guard.
12 Train originating from At primary end. Brake power check with endorsement on original BPC
one station and Validity- 3500 KM by TXR after continuity test at TXR point.
disintegrating into (ICF) or 4000 Km At non TXR point,The exercise be carried out jointly by
two/more trains at an (LHB) or 96 hrs. LP & GD as is prevalent for GDR checks. ( coupling,
En-route station Whichever earlier. BP/FP angle COC, pressure readings, continuity etc )
# originating station shall issue separate BPCs for all
the trains
# individual trains shall be separated or clubbed at the
intermediate amalgamating point,
 BRAKE POWER CERTIFICATE 4
TERMS AND CONDITION VALIDITY
END TO END I) Intensively examined in empty I) After examination Empty rake will be
INTENSIVE AIR condition. reached at loading points for loading.
BRAKE II) Movement of back loaded rake or II) After loading operating staff/ commercial
END TO AND RUNNING

empty rake (invalid BPC) to be sent to staff will mention destination clearly of
loaded rake, now BPC shall be treated as
nearest TXR point in the direction of
‘Valid’ upto destination.
train movement on GDR basis. III) At the destination after unloading, the
NO.94/M(N)951/57/Vol.II Pt. rake must be examined once again in the
Dated:-25.10.2004 empty condition and the above cycle repeats.
PREMIUM (END I) Intensively examined in empty I) 12 days from the date of issue.(empty
TO END RAKE) condition. condition)
NO.2005/M(N)951/ II) After each loading / unloading GD II) 03 days grace period i.e. 12+3 days
13 & LP check the rake and their for loaded condition.
Dated:-07.04.2006 observance shall be recorded under
the relevant column.
CLOSE CIRCUIT I) Intensively examined in empty I) 4500 KM or 20 days whichever is
AIR BRAKE condition earlier.
(CONVENTIONAL) II) LP should maintain the KM earned
on run.
III) KM earned also monitored by
FOIS.
IV) The rake shall be offered for PME
CLOSE CIRCUIT

in empty condition after having made

a round trip.
BPC ON BG GOODS

PREMIUM CC Same as above I) 6000 KM or 30 days whichever is

AIR BRAKE NO.2013/M(N)951/22 CC Rakes earlier.
Dated:-26.02.2015 II) 7500 KM or 35 days whichever is
earlier. Note:-30 + 5 days i.e. 30 days for
normal working and 5 days towards base
station.
BTPN CC RAKE Same as above I) 7500 KM or 35 days whichever is
(Maintenance at Joint Mechanical & Operating Circular earlier.
NJP as a NO 1/2009 II) In case the limit is breached for any
Centralized reason and the rake is in empty, it shall
Manner) be rushed to nearest TXR Point on GDR
Departmental Train NO.2017/M(N)951/14 I). 30 Days
RE Dated:-10.10.2018 II) PCME permits for 30 days revalidation
at road side by flying gangs.
III) After 60days train examined at
nominated examination depot.
Round Trip BPC NO.2013/M(N)951/22 CC Rakes I) 2000 KM or 12 days.
Steel Rakes Dated:-23.03.2015
END TO END NO.91/M(C)650/1 7 days
NMG

PATTERN Dated:-27.08.2018
CLOSE CIRCUIT 3500 KM or 10 days whichever is earlier
PATTERN Speed:- 75 KMPH MAX
1) CONTAINER I) Loaded/empty rake shall be intensively examined at NBQ.
RAKES II) BPC issued to train will be valid up to destination.
ICD/AMJ Joint III) Terminating at AMJ, the BPC shall be collected by the SM/AGT and handed
Mechanical & over it to AMJ for revalidation at outgoing stage and it should be handed over to
Operating Cercular LP & GD. Destination Station must be mentioned in case of loaded train.
NO 1/2009 IV) Due to operation exigency if the rake is not examined at NBQ, it will be sent
to NGC as empty for intensive examination.
2) NBQ FOOD I) Allowed to run up to destination on being rebooked from NBQ with the same
GRAIN RAKES BPC duly endorsed by the Traffic Representatives.
 Air Brake System 5
Charging:- single pipe system
➢ Brake Pipe is charged by 5 kg/cm2 from the Loco
➢ CR is charged by 5 kg/cm2 from BP through DV.
➢ AR is charged by 5 kg/cm2 from BP through DV.
➢ When the brake pipe is 5 kg/cm2 i.e equal to CR pressure, the brake cylinder is connected with
exhaust port of DV
Application:-single pipe
➢ Whenever the brake pipe pressure is reduced below the CR pressure (i.e 5 kg/cm 2 ),
➢ the DV connects the auxiliary reservoir with the BC
➢ the air of AR enters into the brake cylinder
➢ Piston comes out and connected brake ringing also moved & brake applied.
Releasing:-single pipe
➢ Whenever the brake pipe pressure is equal to CR pressure i.e. 5 kg/cm2 ,
➢ DV disconnects the BC from AR and connects the BC with Exhaust port of DV
➢ Air of BC exhausts in atmosphere through Exhaust port of DV
➢ AR is charged by brake pipe
➢ Piston also comes in initial position
➢ Brake ringing also move in its initial position and brake is released completely.
Charging:-twin pipe system
➢ Brake Pipe is charged with 5 kg/cm 2 &
➢ Also FP is charged by 6 kg/cm2 from the Loco.
➢ CR is charged by 5 kg/cm2 from BP through DV.
➢ Auxiliary reservoir is charged by 6 kg/cm2 through feed pipe.
➢ When the brake pipe is 5 kg/cm2 i.e equal to CR pressure, the brake cylinder is connected with
exhaust port of DV
Application:-twin pipe
➢ Whenever the brake pipe pressure is reduced below the CR pressure (i.e 5 kg/cm2 ),
➢ the DV connects the auxiliary reservoir with the BC
➢ the air of AR enters into the brake cylinder
➢ AR is charged by feed pipe.
➢ Piston comes out and connected brake ringing also moved & brake applied.
Releasing:-twin pipe
➢ Whenever the brake pipe pressure is equal to CR pressure i.e. 5 kg/cm 2 ,
➢ DV disconnects the BC from AR and connects the BC with Exhaust port of DV
➢ Air of BC exhausts in atmosphere through Exhaust port of DV
➢ Piston also comes in initial position
➢ Brake ringing also move in its initial position and brake is released completely.
BRAKE BINDING:- Brake binding is a phenomenon of binding of wheels by brake blocks when the
loco pilot’s brake valve is in release position i.e. adequate brake pipe pressure.
SIGNS & SYMPTOMS
➢ Train running heavy with push back tendency.
➢ Train does not move during starting on prescribed notch/current.
➢ Rise in temperature and emission of smoke from affected wheels.
➢ Unusual sound due to binding of wheels by brake blocks.
➢ Skidding of wheels on rail.
Result of Brake Binding:-
➢ Damage of Wheel like Wheel skidding mark, metal deposited on wheel tread, Flat Tyre.
➢ Detention of trains
➢ Detachment of rolling Stock enroute
 ➢ Lead of train Parting, Knuckle broken 6
➢ High fuel consumption
➢ Stalling of train
➢ Damage of rail
➢ Discomfort to the passenger
➢ Damage to the bearing if thermal effect gain.
➢ Fire caught
Cause of Brake Binding:-
Deference in CR Pressure and Brake Pipe Pressure
➢ B.P. Pressure not created after application of train brake.
➢ Leakage of air in braking System caused B.P. pressure drop down. (Air hose pipe, MU washer
Cut off angle cock, BP & FP main and branch iron pipe, DV, CR, Auxiliary Reservoir etc )
Defects in Brake Rigging & Equipments
➢ Brake Cylinder:- Bent piston rod, Weak or broken return spring, Jammed Piston, SAB stuck at
maximum position.
➢ Jam condition of brake gear levers, pins, brake beam hangers etc.
Only Sparking noticed during Run :-
➢ Truss Beam maximum playing due to excessive worn out of bushes, enlargement hole of
floating lever, Z leaver, Bend condition of Truss beam, Reverse position of brake block etc

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