(For Office Use)

Government of India

Ministry of Railways

MAINTENANCE MANUAL FOR BOGIE AND

UNDERGEAR OF ac EMU, dc EMU AND MEMU FITTED
WITH STEEL SPRING SUSPENSION ARRANGEMENT

Manual No. CMI-K001

(April, 2000)

Issued by

Research Designs & Standards Organisation

Govt. of India, Ministry or Railways
Manak Nagar, Lucknow-226 011.
 CONTENTS

1. Brief Description Of Bogies

2. Salient Features Which Contribute to Improved Riding Comforts
3. Interval Of Overhaul
4. Lifting The Body Off The Bogies
5. Dismantling Of Motor And HCC Bogies
6. Dismantling Of Trailer Bogie
7. Lifting The Bogie With Jacks
8. Attention To Bogie Components
9. Wheel And Axle
10. Roller Bearings
11. Axle Box Housing
12. Axle Box Springs
13. Lower Spring Seat
14. Dashpots And Axle Guide Assemblies
15. Bolster Spring
16. Lower Spring Beams
17. Hydraulic Shock Absorbers
18. Rubbing Plate In MC & HCC Bogie
19. Equalising Stays
20. Centre Pivot (MC & HCC Coach)
21. Centre Pivot (Trailer Coach)
22. Side Bearers
23. Anchor Links (Trailer Bogies)
24. Hanger And Hanger Blocks
25. Bogie Brake Gear
26. Action To Be Taken Before Re-Assembling The Bogie
27. Sequence Of Re-Assembling The Bogies
28. Running Clearances
29. Buffer Height Adjustment
30. Brake
31. Buffing & Draw Gear
32. Attention Required For Bogies In Car Sheds
33. List of Figures
 LIST OF FIGURES
Fig. Title
1 Bogie General Arrangement (Motor Bogie)
2 Bogie General Arrangement (HCC Bogie)
3 Bogie General Arrangement (Trailer Coach)
4 Assembling & Dismantling of Bogie Bolster
5 Bogie Frame Arrangement (Motor Bogie)
6 Bogie Frame Arrangement (HCC Bogie)
7 Bogie Frame (Trailer Bogie)
8 Important Dimensions in Bogie Frame (Motor & HCC Bogie)
9 Important Dimensions in Bogie Frame (Trailer Bogie)
10 Checking of Bogie Frame Alignment
11 Roller Bearing Arrangement (Motor & HCC Bogie-Direct Mounted)
12 Roller Bearing Arrangement (Trailer Bogie-Sleeve Mounted)
13 Roller Bearing Arrangement (Trailer Bogie-Direct Mounted)
14 Withdrawal Tool in Position
15 Mounting Sleeves for Roller Bearing
16 Axle Box Guide Arrangement (Motor & HCC Bogie)
17 Axle Box Guide Arrangement (Trailer Bogie)
18 Dip Stick (Trailer Bogie)
19 Dip Stick (Motor & HCC Bogie)
20 Lower Spring Beam (Motor & HCC Bogie)
21 Lower Spring Beam (Trailer Bogie)
22 Rubbing Plate in MC & HCC Bogie
23 Equalising Stay (Motor & HCC Bogie)
24 Equalising Stay (Trailer Bogie)
25 Centre Pivot Arrangement (Trailer Bogie)
26 Centre Pivot Arrangement (Motor & HCC Bogie)
27 Side Bearer Arrangement (Motor & HCC Coach)
28 Side Bearer Arrangement (Trailer Coach)
29 Hanger and Hanger Blocks (Motor & HCC Coach)
30 Hanger and Hanger Blocks (Trailer Bogie)
31 Running Clearances (Motor & HCC Bogie)
32 Running Clearances (Trailer Bogie)
33 Split Packing
34 Buffer Height Adjustment (Motor & HCC Coach)
(EMU/MEMU stock of ICF, JESSOP, BEML)
35 Buffer Height Adjustment (Trailer Coach)
(EMU/MEMU stock of ICF, BEML)
36 Buffer Height Adjustment (Trailer Coach)
(EMU stock of JESSOP)
37 Brake Rigging Diagram (ICF & BEML ac EMU)
38 Brake Rigging Diagram (ICF & BEML dc EMU)
39 Brake Rigging Diagram (JESSOP ac EMU)
40 Brake Rigging Diagram (JESSOP dc EMU)
41 Brake Rigging Diagram (MEMU)
 MAINTENANCE MANUAL FOR AC/DC EMU & MEMU
BOGIE AND UNDERGEAR

1. BRIEF DESCRIPTION OF BOGIES

1.1 Bogies of motor coaches (MC), high carrying capacity coaches (HCC) and
trailer coaches (TC) are of all welded, light weight construction (Figs. 1, 2
& 3). The axles, with self aligning roller bearings mounted inside cast steel
axle boxes, are rigidly guided by telescopic dash pot and axle box guide
assemblies. Helical springs working in parallel with dashpots are used for
primary suspension. Coach body is supported on two side bearers located
1700 mm (TC) and 1200 mm (MC & HCC) apart on a floating bogie
bolster which in turn rests on two pairs of helical springs supported on a
spring plank hung on swing links from bogie frame. The helical springs at
each end of bolster are damped by hydraulic shock absorbers. Side
bearers consist of metal slides immersed in oil baths well protected from
dust ingress.

1.2 No weight is transferred through the bogie pivot, which is located in the
centre of the bolster. The pivot acts merely as a centre of rotation and
serves to transmit acceleration and retardation forces.

1.3 The floating bolster in TC boogie is secured in the longitudinal direction to

bogie frame by means of two anchor links with silent block bushes,
located diagonally opposite to each other and transmit draw and braking
forces between bogie frame and coach body through the centre pivot. The
MC & HCC bogie bolster is located between bogie transoms and transmits
draw and braking forces through rubbing plates fixed at the bolster ends.

2. SALIENT FEATURES WHICH CONTRIBUTE TO IMPROVED RIDING

COMFORTS

2.1 Rigidly guided axles with self aligning spherical roller bearings, having
practically no play in longitudinal and lateral direction and helical springs
working in parallel with dashpots/shock absorbers of specified
characteristics, all contribute to riding comforts. It is therefore essential to
ensure that these features are well maintained in service in order to obtain
the desired performance throughout the life of these bogies.

3. INTERVAL OF OVERHAUL

3.1 The EMU and MEMU coaches are required to be overhauled after every
one year or two lakh kilometers, whichever is less.
4. LIFTING THE BODY OFF THE BOGIES

4.1 Before lifting the coach body from the bogie, all electrical motors and earth
connections, traction motor ventilation bellows and hand brake/parking
brake connections must be disconnected. The centre pivot cotter pin in the
TC and the securing collar in the MC/HCC bogies must be removed. The
axle box and bolster safety straps should be disengaged.

4.2 The coach body can be lifted off the bogies by one of the following
methods:

.1 Two electric cranes each with suitably designed swings and

cradles.

.2 Four electrical/hydraulic lifting jacks simultaneously operated by

one control switch. Coach should not be lifted from any other point
but the lifting pads.

4.3 The cranes or jacks used for lifting should be operated uniformly and
simultaneously without jerks.

4.4 Before finally lifting coach body, steel/wooden blocks of requisite thickness
should be inserted in the recess in between the bogie frame and bogie
bolster in order to avoid the bolster hitting the bogie frame which may
strain the silent block bushes of anchor links in trailer bogies.

4.5 Lifting of coach from one end is strictly prohibited as the centre pivot,
bogie bolster and dashpot guides are likely to suffer damage and dents
may occur on body panel near the body bolster.

4.6 Whenever the coach body is lowered on bogies, air vent screws on the TC
bogie frame and filling caps in the MC/HCC bogie frames should be
unscrewed completely after cleaning the area around the vent hole
properly. This is done to release the air locks in the dashpots.

5. DISMANTLING OF MOTOR AND HCC BOGIES

5.1 After the bogie is run out, the traction motors (of MC bogies) must be
taken out as per Electrical Manual No. MM/DC EMU.003.

5.2 The shock absorbers should then be disconnected. The bolster may be
removed from the bogie frame by compressing the bolster springs to
relieve the load on swing links and hanger pins (Fig. 4). While the bolster
springs are compressed, the pre-tension nut should also be removed. The
equalising stays connecting bolster to the lower spring beam should be
 disconnected after which the bolster can be lifted and the springs
removed.

5.3 The air vent caps should be loosened to allow air to enter the dashpots.
The safety straps should be loosened and swung away, after which the
bogie frame may be lifted by means of crane till all the 8 guide bushes
disengage the lower spring seats and wheels are rolled out.

6. DISMANTLING OF TRAILER BOGIE

6.1 After the bogies are run out, the anchor links and shock absorbers should
be disconnected. The bolster can then be removed from the bogie frame
by compressing the bolster springs to relieve the load on swing links and
hanger pins (Fig.4). While the bolster springs are compressed, the safety
strap bolts should be unscrewed and the straps swung away. The
equalising stays should then be disconnected.

6.2 The bogie frame can be lifted and the wheels rolled out as explained in
para 5.3.

7. LIFTING THE BOGIE WITH JACKS

7.1 Under no circumstances must a jack be used under a bogie frame when
the coach is under load. After running out the bogies, jacks must be
applied under the bogie side frame members and not under the bogie
headstocks.

8. ATTENTION TO BOGIE COMPONENTS

8.1 Bogie Frame

.1 Bogie frame should be checked thoroughly after cleaning, for any

cracks, particularly at places where bolster suspension brackets
and the dashpot guide flanges are welded, as indicated in Fig. 5, 6
& 7. Threads on dashpot guides should be checked for damages.
Normally, squareness and alignment of dashpot does not require
checking. If biased wheel flange wear or wear in the rear cover of
the roller bearing axle box have been observed, the squareness
and alignment of the guides should be checked thoroughly with the
help of a gauge. In the event of misalignment of dashpot guides or
damaged guides which require replacement, procedure described
in paras 8.1.3 to 8.1.9 may be adopted.

.2 Alignment of axle box guides should be measured with reference to

the bolster spring suspension bracket (BSS). Therefore, it is
necessary to ensure that BSS are in proper alignment between
 themselves and the centres should form a rectangle within
permissible tolerances as shown in Fig. 8 & Fig. 9 for MC/HCC and
TC bogies respectively.

.3 Centre punch mark should be made at the centre of each BSS and
measurements taken. If they are within the tolerance, there is no
need to relocate these brackets and their centres may be taken as
reference points for further rectification.

.4 If BSS do not lie within the tolerance, the transverse centre line of
bogie frame between headstock should be marked and deviations
on BSS from this line measured. Then one or more BSS should be
cut out and repositioned with correct alignment.

.5 After ensuring that BSS are in correct alignment, the location of

axle box guides from BSS are measured and checked as per
dimensions shown in Fig. 8 & 9. For the purpose of checking these
dimensions, guide caps with the centre hole blocked and marked
with centre punch should be used as reference points.

.6 Where the measurement of guides from BSS show a deviation from

the dimension given in Fig. 8 & 9., the concerned pair of guides
should be cut and re-welded in position. The guides should always
be cut in pairs as the adjacent guide distance of 570 mm for TC
bogies and 630 mm for MC/HCC bogies has to be maintained.
Judicious selection of guides to be cut will minimise rectification
work. Normally, cutting and repositioning of only 4 out of 8 guides
should serve the purpose. These four guides could be either those
on one side of the frame or in two pairs diagonally opposite to each
other.

.7 While cutting the guides, care should be taken that only the weld
metal is cut and the guide flange or bogie frame are not damaged.
Special gouging nozzles to PO 18 or 19 may be used. The work
calls for special skill and the welders should practice cutting out
welds on scrapped fabricated components before commencing
guide cutting work on the bogie frame.

.8 The guides which are cut out need not be scrapped but the flange
periphery should be built up by welding wherever damaged or
pitted by gas cutting and ground to shape. Care should be taken
not to damage the threads of the guide cap.

8.2 Welding of Dashpot Guide

.1 Locate the new guide with the help of setting gauges with reference
to the other guides. Two gauges, one providing the longitudinal and
 the other, diagonal location in relation to other gauges are sufficient
to locate the guide. However, a third can be used as a counter
check (refer Fig. 10).

.2 Tack weld the guide to bogie frame taking care to ensure that the
oil hole of the guide is in alignment with that of bogie frame flange.

.3 Remove the gauge and complete welding.

.4 Allow the frame to cool.

.5 Check the dimension of the guide in relation to the others with the
help of master gauges.

.6 Check the height of the guide in relation to the other guides with a
straight edge.

.7 Any discrepancy in location may be rectified by suitable local

heating of the frame (refer Fig. 10).

.8 Use low hydrogen supercite electrodes of approved brand for

welding. (Electrodes under IRS Class C2/D1 may be used).

8.3 Important dimensions to be checked after rectification are shown in Fig.

10.

8.4 Bogie frame should be thoroughly checked for any cracks, particularly at
the bolster suspension brackets. The wear on the bush of bolster
suspension bracket should also be checked. The bush should be replaced
if the wear is more than 0.5 mm.

9. WHEEL AND AXLE

9.1 The EMU/MEMU coaches are provided with composite design of wheels
consisting of rolled steel wheel centres with renewable tyres. The tyres of
TC bogies are fastened to the wheel disc with glut rings whereas the
MC/HCC bogies have, in addition to the glut rings, 4 locking keys to
ensure more positive securing.

9.2 Tyre Profile

.1 The new/re-turned tyre profile shall be as per RDSO Sketch No.

91146 alt. 2.
.2 The condemning limits for the flange wear, root wear, deep flange,
sharp flange, hollow tread wear and flat surface on tyre shall be as
per the condemning gauge shown in plate 45 of I.R.C.A. Part IV.
 .3 Wheel gauge should be within the tolerance of +2/-1 mm.

9.3 Wheel Diameter

New Condemning Last Shop Issue Size

.1 MC 952 mm 877 mm 885 mm
.2 TC 952 mm 857 mm 865 mm
.3 HCC 952 mm 865 mm 873 mm

9.4 Permission Variation on Wheel Tread Diameter

.1 The permissible variation in tread diameter of wheels at the time of

tyre turning or wheel replacement are as follows:

.1 Wheels of the same axle 0.5 mm

.2 Wheels of the same bogie 5.0 mm
.3 Wheels between two bogies 13.0 mm
under the same coach

.2 No separate service limits are specified as the above figures have

been fixed to allow for the differential wear likely to develop
between successive tyre turnings/wheel changing. It is, therefore,
not necessary to withdraw EMU/MEMU stock from service
specifically for restoring the differential between wheel diameters to
be within the prescribed limits.
9.5 Material Specification for Wheel and Axle
The material specification applicable to the wheels and tyres are as
follows:
.1 Tyres IRS Specification R-15/95.
.2 Axle IRS Specification R-16/95 for TC bogies.
IRS Specification R-43/92 for MC & HCC bogies.
10. ROLLER BEARINGS
10.1 MC & HCC Bogies
.1 These bogies are fitted with direct mounted, double row, self
aligning roller bearings No. 22328 C/C3 as shown in Fig. 11.
10.2 TC Bogies

.1 TC bogies of EMU stock built before 1979 have been fitted with
sleeve mounted, double row, self aligning roller bearing No. 22326
CKC3 as shown in Fig. 12.
 .2 TC bogies of all current EMU/MEMU stock are fitted with direct
mounted double row, self-aligning roller bearing No. 22326 C/C3 as
shown in Fig.13.

10.3 Under normal service conditions, roller bearing axle boxes do not require
any maintenance. Their maintenance is, therefore, normally limited to
inspection and re-lubrication when the EMU coach comes in for POH.

10.4 List of Approved Lubricants

Application IOC HPC BPC Balmer

Lawrie
.1 Axle box Servogem - - Balmerol
Roller bearing RR-3 multigrease
LL-3
.2 Side bearer & Servoline – Yantrol Bharat -
dashpot 68 –68 Univol-68
.3 Shock
Absorber
Escorts Servo Friz- HP-38 - -
14
Gabriel Servo HP-38 - -
Shocarm –
12/13
.4 Slack Adjuster Servogem - - Balmerol
RR-3 multigrease
LL-3

Note : The different types of greases/oils should not be mixed together.

10.5 Periods of Inspection of Roller Bearings

.1 All roller bearings are to be cleaned, inspected and filled with fresh
grease at every POH or two years or two lakh kilometers,
whichever is the earliest.

.2 Dismount roller bearings every alternate inspection in the

workshops for renewal of the felt sealing ring. If any defect in the
roller bearing is suspected and/or the rear cover is damaged,
dismount the roller bearing irrespective of the last date of
dismounting.

10.6 Inspection of Roller Bearings

.1 Inspection involves removing the axle box body, cleaning different

components, specially bearings, re-lubricating the bearings and re-
 assembly. The bearing should not be dismounted unless there is
special reason. The inspection procedure is as follows:

.1 Clean the outside of axle box carefully.

.2 Remove the front cover from the body casting.

.3 The condition of the bearing, to some extent, can be judged

from the appearance of the old grease around it. If the
grease is found to be blackened or rust coloured, it may be
taken as evidence of wear and the bearing must be
examined carefully to establish the cause.

.4 If the grease is clean and does not show any discolouration

and its consistency is soft and smooth, the bearing need not
be removed and may be cleaned in position. Remove the
grease and wash the bearing with white spirit or kerosene
with the help of syringes or brush.

.5 Clean the back cover and sealing components.

.6 Swivel the outer ring of bearing and examine the rollers,

cage and outer ring track. The inner ring track can be
examined if the outer ring is slowly rotated. If any unusual
resistance is noticed when this is done, the bearing should
be examined more closely and if any defect is found, the
bearing should be removed.

.7 If any defects are found as a result of examination as

described above, check the bearing clearance with feeler
gauge. Maximum bearing clearance of 0.24 mm is
permissible.

.8 If the inspection shows that the bearing is in good condition,

pack fresh grease between the rollers and re-grease the
sealing components. Finally, form a cone of grease in front
of bearing and then mount the cover after cleaning the same
and then tighten and lock the cover bolt nuts firmly.

.2 The working space for mounting and dismounting of roller bearings

must be absolutely clean and the table on which roller bearings are
cleaned must be free from iron fillings and dust. Kerosene oil may
be used for cleanings the roller bearings and journals. The cleaning
bath should be changed frequently to keep it free from dust and
foreign matter. Steel trays with lids should be used for cleaning
roller bearings.
10.7 Dismounting of Direct Mounted Roller Bearings

.1 These bearings are dismounted by using oil injection method. In

this method, oil is injected between the bearing inner ring and
journal, forming a thin film between them. This enables the bearing
to be removed quickly and easily.

.2 The tools shown in Fig. 14 may be used for dismounting the roller
bearing. The dismounting procedure is as follows:

.1 Push the injector adapter ring on the journal against the

bearing and clamp it firmly against the bearing inner ring by
means of the end washer and set screws. It is important that
the screws are tightened firmly and evenly so that the
adapter ring bears all round the face of the bearing inner
ring.

.2 Connect the oil injection pump to the adapter ring and pump
in thick cylinder oil so that a film of oil is formed between
bearing and axle journal. The oil will remain for at least half
an hour when cylinder oil is used.

.3 Stop pumping and remove the adapter ring as soon as the

oil film is formed.

.4 Fit the withdrawal tool shown in Fig. 14 over the bearing ring,
then push the locking ring firmly so that the claws of sleeve
engage the inside face of the bearing outer ring.

.5 Due to the oil film between the journal and the inner ring; the
bearing can easily be dismounted by turning the withdrawal
screw.

10.8 Mounting of Direct Mounted Roller Bearing & Assembly of Axle Box

.1 Mounting the back cover and felt seal

.1 Soak felt ring in a warm mixture of 2/3 cylinder oil and 1/3
tallow at a temperature of about 80 deg. C for 13 minutes
and fit it in the groove of the rear cover.

.2 Clean and examine the journal and ensure that the thread
holes for locking bolts are perfect.
 .3 Clean collar and half fill it with grease and assemble it to the
rear cover.

.4 After assembling collar and ring with rear cover insert four
M22 bolts in the cover and mount the assembly on the
journal. Drive the assembly on the axle with the help of
mounting sleeves until a metallic sound is heard.

.5 Insert distance ring.

.2 Mounting of Roller Bearing

.1 Clean and examine the bearing seating on the journal, the

fillet and shoulder for the collar and remove any burrs,
scratches or bruises.

.2 Check the journal profile with appropriate template.

.3 Check that the journal is cylindrical and its dimensions are

within the prescribed limits.

.4 After completing these checks, wipe the journal and keep it

ready for mounting of roller bearings.

.5 The bearing is heated either in an oil bath or electricity, so

that the bore of the inner ring expands and is slightly larger
than the diameter of the axle journal. The bearing can then
be easily placed on its seating, where it obtains an
interference fit when cooled. When heating bearings in oil,
use a container with a coarse mesh false bottom on which
the bearings can stand so that they do not come into direct
contact with the heated bottom. Pure mineral oil must be
used to which 3%melted “Stearic Acid” should be added as a
rust inhibitor. The bearing should be heated at 100 to 120
deg. C for a period of 20 to 40 minutes.

.6 To mount the bearing, special tool with two sleeves as

shown in Fig. 15 is used. Remove the heated bearing from
the oil bath by means of the carrying sleeve fitted with
handle. Bring the bearing to the axle end and insert the
guide pin of the carrying sleeve on the centre hole of the
axle. The inside face of the sleeve is then fitted up against
the end of the journal. Push the bearing on to its seating and
press firmly against the distance ring by means of the
mounting sleeve, which is split to accept the handle of the
carrying sleeve. Clean the end plate, locking washer and
 locking screws, smear the threads of the screws with oil and
secure the locking washer to the end of the axle. The screws
may be tightened as evenly as possible with a socket
spanner.

.7 After the bearing has cooled, swivel the outer ring and pack
the bearing with grease. If the outer ring cannot be swivelled
sufficiently, grease may be put in with fingers from the back
of the bearing, until it is seen coming out at the front. Ensure
that the space between the bearing and rear cover is filled
with grease and form a cone of grease at the front, from
edge of end plate to the edge of outer ring. The axle box will
have received suitable quantity of grease when the grease
can be seen coming out at the back of the bearing.

.3 Mounting the Axle Box

.1 Clean the axle box with kerosene oil and dry well. Smear the
bearing seat with grease.

.2 Push the body over the bearing ensuring that the bolts pass
through the holes in the body.

.3 Check that the box rotates freely.

.4 Mount the front cover and tighten and lock the cover bolt
nuts firmly.

10.9 Dismounting the Sleeve Mounted Roller Bearing

.1 Screw on the HMV nut. Tighten it against the bearing inner ring
using tommy bar until the annular piston in the nut has been forced
into its inner most position. Ensure that the return valve of the pump
is open and the pump piston pulled out so that oil is free to flow
from the nut to the reservoir.

.2 Push a support piece into the withdrawal sleeve.

.3 Close the return valve and pump oil into the HMV nut until the
withdrawal sleeve becomes loose.

.4 Open the return valve, remove the rear cover and the sealing ring.

.5 After removing the bearing, remove the rear cover and the sealing
ring.
 .6 Wash and examine the bearing and other components.

10.10 Mounting of Sleeve Mounted Roller Bearing & Assembly of Axle Box

.1 Soak felt ring in a warm mixture of 2/3 cylinder oil and 1/3 tallow for
30 minutes and fit in the groove in the rear cover.

.2 Clean and examine journal and ensure that threaded holes in

locking bolts are perfect.

.3 Clean collar and half fill it with grease and assemble it to the rear
cover.

.4 After assembling collar and ring with rear cover, fix four M22 bolts
in the cover and mount the assembly on the journal. Drive the
assembly on the axle with the help of mounting sleeves until a
metallic sound is heard.

.5 Check and note internal bearing clearance with a feeler gauge. The
gauge should have leaves in the range of 0,080 to 0.230 mm in
steps of every 0.010 mm.

.6 Fill space in the bearing with grease and wipe the bore of the
bearing with a clean cloth free of fluff, moistened in white spirit or
some similar water free element such as benzene. Clean the
withdrawal sleeve with petrol and wipe the surface with clean cloth.
Apply graphite powder mixed with oil on both sides of the sleeve
leaving a thin film on the surface.

.7 Position the bearing on the journal and push withdrawal sleeve on

the journal and into the bearing ensuring that the bearing is pressed
against the ring perfectly.

.8 Drive the sleeve in, with the help of a sledge hammer and a dolly,
carefully noting the reduction in the internal clearance of the
bearing. This reduction in clearance should be between 0.090 mm.

.9 Screw on the annular nut and tighten well with a ring spanner. Fit
the fastening piece in suitable slots and lock the assembly with
retaining bolts.

.10 In the later bearings, end plate locking arrangement has been
provided instead of annular nut. In this case after fixing end plate
on the axle end, the bolts should be tightened and locked by
bending over the corners of locking plate against flat of bolt heads.
 .11 Fill the space between the bearing and back cover with approved
brand of grease.

.12 Liberally smear the inside of axle box with a rust preventive and fit it
over the bearing. Put front cover and tighten up bolts and lock the
nuts with split pins.

.13 The date attended to shall be marked on the PR plate after sealing
the axle box cover with station code.

.14 Check that the axle box rotates freely by hand.

11. AXLE BOX HOUSING

11.1 Double row self/aligning spherical roller bearings are housed in accurately
machined cast steel axle boxes. The axle boxes are also provided with
light alloy front and back covers secured by four bolts. Axle boxes and
covers should be thoroughly cleaned and checked for cracks particularly
at the holes of the covers, which have shown proneness to failures. The
bolts should be examined for worn threads, straightness, etc. before re-
use and should be well tightened and locked by spring washers and split
pins to ensure that the covers and the axle box housing form a water tight
assembly and protect bearing from dust and moisture.

12. AXLE BOX SPRINGS

12.1 Axle box springs are of helical type manufactured from centreless ground
chrome vanadium, silico manganese steel. These springs are also shot-
peened to obtain higher fatigue life. It is necessary to check these springs
for cracks and measure their free height to ensure that they meet the
design requirements.

12.2 All springs shall be grouped in three categories and used on bogies as per
instructions detailed in RDSO Technical Pamphlet No.C-8419 (Rev 1).

13. LOWER SPRING SEAT

13.1 Lower spring seat on the axle box wing in which guide bush of dashpot
moves up and down does not normally wear in service. In the absence of
inadequate quantity oil in the dashpot, the inside surface is likely to wear.
If the surface is worn more than 0.4 mm in diameter or if the surface is
scored or otherwise damaged, the lower spring seat should be reclaimed
as per procedure given below. All lower spring seats should be carefully
checked for cracks before re-use.
 .1 Hold the spring seat at the bottom portion with a three-jaw chuck on
a lathe.

.2 Part off the tube at a section at the following distance from the top
of the flange of lower spring seat:

For Trailer Coach 48 mm

For Motor/HCC Coach 33 mm

.3 Face the end maintaining the following distance from the top of the
flange :

For Trailer Coach 45 mm

For Motor/HCC Coach 30 mm

.4 Bore the left over portion of the tube taking light cuts, taking care
not to damage bore (150 H7).

.5 Take a new tube as per the relevant drawing.

.6 Press the tube with spring seat machined as per para 4 above in
hydraulic press of not less than 25t capacity ensuring the
squarness of the tube.

.7 Weld the tube end spring seat either by auto or by manual welding.

.8 Test for leak hydraulically at a pressure of 14 kg/cm2 or 200 psi.

.9 Bore to size leaving enough material to finish by honing as per

relevant drawings.

14. DASHPOTS AND AXLE GUIDE ASSEMBLIES

14.1 Axle box guides are accurately machined hollow forgings welded to the
bogie frame to ensure that the wheel sets are rigidly guided in parallel.
These guides are fitted with acetal/bronze bush at the lower end for close
guidance of the wheel set both in lateral and longitudinal directions. The
lower springs seat is filled with oil and the assemblies sealed with rubber
ring to make it oil tight. The arrangement for topping-up oil in the dashpot
of MC & HCC bogie is shown in Fig. 16. In the trailer coach bogies, holes
on the bogie side frame above each guide are provided to top up the
damping fluid when required as shown in Fig 17.

14.2 The following components which form the dashpot assembly, should be
thoroughly examined and renewed as indicated:
 Description of ICF Drg. No. Renew if
Component TC MC & HCC

1. Guide T-0-1-610 EMU/M-0-3-005 Bottom threads worn,

(With guide cap) damaged or cracked
EMU/M-0-3-094 at the root of radius.
(with circlip)
2. Upper spring T-0-1-610 EMU/M-0-1-011 Damaged, dented or
seat or cracked, worn
protective tube
3. Dust shield T-0-1-607 T-0-1-012 Distorted, broken, set
spring or otherwise defective
4. Dust shield T-0-1-619 T-0-1-619 Replace at every POH
and change if
required.
5. Guide ring T-0-1-640 T-0-1-640 Cracked, broken or
worn
6. Rubber T-0-1-632 T-0-1-632 Replace at every POH
packing ring
7. Guide bush T-0-1-634 EMU/M-0-1-023 Replace at every POH
8. Spring clip T-0-1-614 T-0-1-614 Replace at every POH
9. Guide cap T-0-1-614 EMU/M-0-1-021 Threads damaged or
worn holes blocked

14.3 When the total diametric clearance between the guide bush and the lower
spring seat based on maximum bore dia and minimum bush diameter
exceeds 1.6mm, the part(s) shall be renewed. These measurements
should be taken with micrometers so that clearance can be assessed
accurately.

14.4 Rubber packing ring shall be procured as per RDSO Specification No.
R47.

14.5 The holes in the guide caps should be thoroughly cleaned at every POH.

14.6 Checking the guides by trammels is necessary.

14.7 If accident-involved, full checking is required.

14.8 Lowering must be done accurately to ensure packing rings are not
damaged.

14.9 Axle box canting due to excess packing must be avoided.

14.10 Lower spring seat tolerances must be maintained.

14.11 The following are the approved brands of oil for use in the dash-pot:

IOC Servoline-68
HPC Yantrol-68
BPC Bharat Univol-68

14.12 Level of oil in dash-pot

.1 MC & HCC Bogie

In the MC & HCC bogie, the level of oil in the dash pot from the
guide cap should be 97 mm when motor coach is empty. The level of oil
can be checked by unscrewing the filling cap and using dip stick shown in
Fig. 19.

.2 Trailer bogie

Approximately 3 pints (1.7litres) of oil are required per dash-pot.

The level of the oil in the dashpot can be ascertained in service by
unscrewing the bolt provided on the bogie frame for topping oil and using
a flexible wire dip-stick shown in Fig. 18 inserted through the vent hole on
the bogie frame. The level of the oil when the vehicle is empty should be
77 mm from the guide cap inner surface and should be topped up if the
level is less than this. It is necessary to ensure that the bolt on leather
washer is tightened well to avoid ingress of dust through the hole, which
will lead to scoring of dashpot bronze bush. Oil split over the dashpot
while replenishing should be wiped clean so that the subsequent leakage
of oil, if any, may be detected easily.

15. BOLSTER SPRING

15.1 Bolster springs are of helical type manufactured from centreless ground
chrome vanadium, silico manganese steel. These springs are also shot-
peened to obtain higher fatigue life. It is necessary to check these springs
for cracks and measure their free height to ensure that they meet the
design requirements.

15.2 All springs shall be grouped in three categories and used on bogies as per
instructions detailed in RDSO Technical Pamphlet No. C-8419 (Rev. 1).

16. LOWER SPRING BEAMS

16.1 All over spring beams shown in Fig. 20 and 21 should be carefully
checked for cracks etc. before re-use.
17. HYDRAULIC SHOCK ABSORBERS

17.1 The hydraulic shock absorbers are fitted to work in parallel with bolster
springs. These shock absorbers normally give trouble-free service and
require no attention in between POHs.

17.2 However, shock absorbers which are found either leaking or physically
damaged should be replaced. As the resistance of these shock absorbers
is likely to deteriorate in service, it is necessary to attend to them as per
instructions given in the manufacturer’s maintenance manual. If the
Railways have not yet got the shock absorber testing machine, the shock
absorber should be got overhauled from the manufacturer/supplier, tested
and renewed as and when required.

18. RUBBING PLATE IN MC & HCC BOGIE

18.1 Nylon rubbing plate (Fig. 22) has been fitted to the bolster which serves as
cushion between the bolster and bogie frame. Initial clearance of 1mm on
each side has been provided between the nylon rubbing plate and steel
rubbing plate. During POH, this clearance must be maintained by fitting
steel packings of suitable thickness. During service, this clearance should
not exceed 3mm on each side. Any higher clearance may cause
excessive longitudinal oscillations and may strain stay tubes (connecting
the bolster to the spring plank) and cause their breakage.

19. EQUALISING STAYS

19.1 Equalising stays shown in Fig.23 (MC & HCC) and Fig,24 (TC) connecting
the spring plank and bolster, pin jointed at both ends, have been provided
to prevent lateral thrust on bolster springs. It is necessary to remove the
pins at every POH, clean and oil them to ensure that they are free to
rotate when re-assembled. Any restricted movement at these joints is
likely to prevent free movement of bolster. The free movement of pins can
be ensured by greasing the assembly.

19.2 The pins should be provided with washers and split pins to ensure that
they do not fall out in service.

20. CENTRE PIVOT (MC &HCC Coach)

20.1 The centre pivot arrangement is shown in Fig.26. The body bolster of the
underframe is provided with a bush of inner dia 90 mm in the top and 150
mm dia hole at the bottom and the centre pivot pin, when fitted to the body
bolster, perfectly fits into these holes as shown in Fig.26. Any wear due to
bogie rotation is taken up by the upper and the lower bushes between the
 centre pivot pin and the bogie bolster. While fitting the centre pivot to body
bolster, it should be ensured that :

.1 The clearance between the centre pivot pin and guide bush in the
body bolster is H7-e8.

.2 Centre pivot pin plate has a machined surface so as to bear

squarely on the body bolster.

20.2 After fitting the centre pivot pin to the body bolster , there should be no
clearance between the centre pivot pin plate and body bolster. The bolts
for securing the pivot plate to the body bolster do not transmit any tractive
or braking forces. These are meant only for securing the centre pivot while
the forces from the centre pivot to the body bolster are transmitted through
the mating surfaces between the pivot pin and body bolster. It is,
therefore, extremely essential to ensure that the designed clearances
between the pivot pin and body bolster guide bush are maintained. The
lower and upp0er bushes in Fig.26should be replaced when the total
diametrical wear exceeds 1mm. Before lowering the centre pivot the bogie
bolster, the pivot bearing of the bolster should be filled with 3 litres of oil.

21. CENTRE PIVOT (Trailer Coach)

21.1 The centre pivot arrangement is shown in Fig.25. It is not designed to

transmit any vertical load but transmits only tractive and braking forces.

21.2 In case the silent bloc bush requires removal it should be removed
carefully by means of a tubular dolly registering on the outer ring to avoid
damage to the rubber bush. Under no circumstances, force should be
used either on the rubber or on the inner bush for removing the silent bloc
bush. Silent blocs which have been tested by ICF and received from them
should be used for replacement. Tests for the silent blocs are given in
para 23.5.

21.3 Rubber sealing used on centre pivot for trailer coaches should be carefully
examined to ensure that it is not torn or perished to avoid foreign matter
coming in contact with the silent bloc bush.

21.4 The type of fit between the silent bloc and sleeve is H7-u6 and the
tolerance on the pivot pin is c9. This requirement should be met.

21.5 Centre pivot of the trailer bogie is secured to underframe by means of four
bolts with nut and spring washers.
21.6 The silent bloc sleeve is secured to bogies by means of two studs with
nuts and spring washers. It should be ensured that these fastenings are
correctly provided as shown in Fig.25

22 SIDE BEARERS

21.7 Side bearers consist of a hard wearing ground steel plate immersed in an
oil bath with a floating bronze wearing piece, which has a self aligning
spherical top surface on which the body rests and transmits the vertical
load as shown in Figs. 27 & 28 for MC/HCC and TC bogies respectively.
The oil well is provided with a cover to prevent ingress of dust.

21.8 The hard ground plate and the spherical bronze-wearing piece are likely to
wear in service.

21.9 The hard ground plate should be renewed when the wear exceeds 1.5 mm
or ridges are observed on the plate. The bronze wearing piece should be
renewed when the wear on the mating surface reaches 3mm or damages
occur to the oil grooves. Sharp edges which are known to develop at the
periphery of the wearing pieces are likely to impair lubrication and should
be rounded off before re-using.

21.10 The oil well wall is welded on to bolster. Spot checks have indicated that
oil leaks out of the well due to porous welding and the vehicles continue to
be in service without oil. Absence of oil apart from causing excessive
wear, leads to undue constraint for bogie rotation on curves and produces
screeching noise. It is necessary that porous welds are gouged and re-
welded, and the oil well is filled with the requisite quantity of oil.

21.11 For filling up oil in side bearer without lifting the coach, oil filling nipples
have been provided on the oil well.

21.12 Any of the following oils can be used for the side bearers and the quantity
required per side bearer is 2.5 litres.

IOC Servoline-68
HPC Yantrol-68
BPC Bharat Univol-68

21.13 It is important to ensure that dust seal cover on the side bearer sits
effectively all over without any gap on the oil well and the sleeve slides
freely on the guide to prevent dust and moisture coming in contact with the
oil.
21.14 If the side bearers are not properly maintained, grating noise is likely to
cause inconvenience to passengers. It is, therefore, advised that following
precautions should be taken during POH in shops:

21.15 The top cover should be properly fitted to the oil container, and the cover
sleeve should be able to slide freely on the guide.

21.16 The oil and the sliding surfaces should be free from dust and other
contamination.

21.17 The mating surface of the convex bronze bearing piece and the concave
surface of the guide, and the wearing surface of the plate should be
smooth and properly bedded together.

21.18 When the oil is contaminated, it should be removed and the housing
thoroughly cleaned and 2.5 litres of fresh approved brand of oil should be
filled in.

21.19 The bronze bearing piece shall be provided with 1mm relief over the
periphery and the sharp edges of the oil grooves shall be rounded off.

22. ANCHOR LINKS (Trailer bogies)

22.1 Anchor links should be carefully examined for cracks at the weld. The
rubber in the silent bloc should also be carefully examined for
deterioration. Appearance of fretting on the edges of the rubber is an
indication of deterioration of rubber. Whenever a silent bloc is to be
replaced, it must be from those that have been duly tested. To avoid pre-
loading of the anchor link while assembling on the bogie, ensure that the
assembly can be done without forcing the link into position. This can be
done conveniently after lowering the body on the bogies.

22.2 It shall be ensured that pins and bushes are as per revised ICF Drawing
No. T O7-601. No coach should be permitted to run with broken anchor
links as this is the only medium to transfer the draw and braking forces
from the body to the bogie and vice versa.

22.3 Care should be taken not to damage silent bloc while removing from the
anchor link.

22.4 Silent Blocks should be procured as per RDSO Schedule of Technical

Requirements No. C-9406 (Rev. 1)

23. HANGER AND HANGER BLOCKS

23.1 Hanger and hanger blocks shown in Fig. 29 & 30 should be thoroughly
cleaned after dismantling and examined carefully for cracks/wear and
other damages. The extent of permissible wear on these components is
indicated below:

Trailer bogie

Components Size Condemning Wear Shop

New Issue
Size
Hanger block 8 6.5 1.5 7.00
Pin 45 43.5 1.5 44
Hanger 354 357 3 355.5

Motor Bogie

Hanger block 9.5 8 1.5 8.5

Pin 45 43.5 1.5 44
Hanger 246 249 3 247.5

23.2 The wear on the hanger cannot be made good by welding as it is made of
Class I case carborised steel. The wear on the hanger block can,
however, be built up by welding with matching electrodes after preheating
to 250 deg. C as it is done for items made of Class III steel. The hanger
block should be normalised and machined to the dimensions shown on
drawings.

24. BOGIE BRAKE GEAR

24.1 Maximum radial clearance of 1mm between the brake gear pins and
bushes is permitted. If the clearance is more, the worn out part should be
replaced and the standard clearance maintained.

24.2 Brake block should be replaced when they wear out to thickness of 16mm
by removing the looped key from the brake head.

24.3 An adjusting palm pull rod with holes displaced at regular intervals is
provided in the brake rigging to take up slack in rigging due to tyre wear.
Adjuster should be done by relocating the pin in different holes on this
palm pull rod.

25. ACTION TO BE TAKEN BEFORE RE-ASSEMBLING THE BOGIE

25.1 After attending to the various components as detailed in para 8 above, the
bogie may be re-assembled taking into consideration the following
aspects:

.1 The two wheel and axle sets selected for the bogie should not have
variation of more than 5mm on tread dia. The difference in tread dia
between two bogies shall not be more than 13mm.

.2 The axle box springs on trailer and motor coaches selected for
each coach should be of same groups of springs as detailed in
C-8419 (Rev. 1).

.3 Top and bottom rubber pads on the axle box spring should not be
used again if they are not in good condition.

.4 The bolster springs on trailer and motor coaches selected for each
bogie should be of same group of springs as detailed in C-8419
(Rev. 1).

.5 Mating surfaces of the convex wearing piece and the concave

surface of side bearer and the wearing surface of the wearing plate
should be smooth and properly bedded.

26. SEQUENCE OF RE-ASSEMBLING THE BOGIES

26.1 Assemble the bogie bolster, spring plank, equalising stays, bolster springs
to the bogie frame with the help of a chain and jack as shown in Fig.4.

26.2 Assemble roller bearing and axle boxes as detailed in paras 10.7 to 10.10
and ensure that the bearing is effectively secured.

26.3 Place axle box helical spring on the lower spring seats with rubber
washers as shown in EMU-0-1-001 and fill in the dashpot with any of the
approved brand of oils as indicated in para 14.7.

26.4 Insert rubber washer, upper spring seat, dust shield spring, dust shield,
rubber packing ring and the guide bush on the axle box guide and lock the
bush in position as shown in Drawing Nos. EMU-0-1-001 and EMU/M-0-1-
001 and ensure that the bush sits tight against the rubber packing ring and
the 2 mm hole in the guide is in alignment with that on the bush via the
groove in the guide bush. Before lowering the bogie, the vent screw in
case of trailer bogies and filling cap in case of motor bogies, must be
removed.
26.5 Lower bogie frame with the bolster assembly on the wheel and axle set
taking care to ensure that all the 8 guide bushes engage the lower spring
seat and the bogie frame is set evenly on the 4 axle boxes.

26.6 In trailer coach bogies, connect the anchor links with pins between the
bolster and bogie frame after lowering the body on the bogies.

26.7 Touch up the paint on the bogie again with one coat of anti-corrosive black
paint.

26.8 Ensure that the side bearers are resting properly.

26.9 Fill in requisite quantity of oil in dashpots and screw home the air vent
screw with the leather washers in trailer bogies and filling cap in motor
bogies after the coach is lowered on to the bogies.

In the trailer coach bogie, after inserting the cotter in the centre pivot, fit the
bottom centre pivot cover housing as shown in Fig.25.
26.10 In the motor coach bogie, fit the safety collar as shown in Fig.26.

26.11 Engage the bolster strap.

26.12 Engage the axle box strap.

27. RUNNING CLEARANCES.

27.1 After assembling bogie and lowering coach body the various bogies
clearances should be checked with the dimensions shown in Fig.31 and
32. The clearances between axle box and bogie frame and between bogie
and body bolster are very important and these should be within the
tolerance shown in Fig.31 & 32. Normally these clearance will not be less
than the specified values if the springs and rubber washers are as per
drawings and specification and there is no undue wear in the hanger,
hanger block and hanger pins. Therefore, in case after assembly the
clearances are found to be less, the reason for the same should be
investigated and necessary rectification done by renewing the required
components. However, adjustment upto 6mm may be done by providing
packing below the springs. For this purpose, steel split packings shown in
Fig.33 may be used.

27.2 The deflection of the bolster spring of motor bogie is limited by the stops
provided inside each bolster spring. It should be ensured that the requisite
distance between the stops is maintained so as to prevent undue
stressing of the springs and also to avoid body bolster striking against any
of the bogie members.
27.3 It should be ensured that rubber snubbers on the axle boxes are properly
secured and protrude by 2mm above the axle box crown.

28. BUFFER HEIGHT ADJUSTMENT

28.1 The maximum centre buffer coupler height from rail level is as follows
(mm):

Motor HCC Trailer

ICF 1035 1064 1035
Jessop 1035 1064 1041
BEML 1035 1064 1035

28.2 The centre buffer height should be measured under tare condition with a
suitable gauge from top of the rail level on a reasonable level tangent
track. Before taking measurement, it should be ensured that the centre
buffer couplers are not dropping.

28.3 Reasons for centre buffer coupler height being lower than the permissible
limits:

.1 Wear of wheel tyres.

.2 Wear on wearing piece and wearing plate of the side bearers.

.3 Wear on hanger, hanger block and pins of the secondary

suspension.

.4 Loss in free heights of primary and secondary coil springs.

.5 Load deflection characteristics of the primary and secondary

springs not being within the prescribed limits.

28.4 Procedure for centre buffer coupler height adjustment in workshop :

.1 After POH and before assembling the bogie, measure the wheel
diameter.

.2 Depending upon the wheel diameter, place wooden packing of

required thickness under the flange of lower spring sheet as
indicated in table and shown in Figs No. 34, 35 & 36.

Average wheel dia between the two Thickness of wooden packing ring (mm)
wheels on the same bogie
MC HCC TC
Above 885 mm upto 912 mm 20 20 20
Above 865 mm upto 885 mm (TC) - - 32
Above 873 mm upto 885 mm (HCC) - 28 -

Based on last shop issue size (see para 9.3)

29. BRAKE

29.1 All coaches are equipped with self lapping electro-pneumatic brakes. The
brake system consists of electricity controlled air brakes for normal service
use and automatic brakes (provided as ‘stand by’) to be used if required.
The automatic brake system also provides for emergency application of
the brakes initiated either by the driver or the guard or by a break away.

29.2 The air brake equipment is to be maintained as per the instructions given
in the Maintenance Manuals supplied by the makers of the equipment.

29.3 The brake rigging diagrams are shown in Figs. 37,38,39,40 & 41.

30. BUFFING & DRAW GEAR

30.1 The EMU/MEMU coaches are provided with semi permanent/semi

automatic schaku couplers. These are to be maintained as per the
instructions contained in the Maintenance Manual supplied by the
manufacturers.

32 ATTENTION REQUIRED FOR BOGIES IN CAR SHEDS

32.1 Lifting the body off the bogies: Instructions contained in para 4 above
should be strictly adhered to while lifting the body off the bogies.

32.2 Dismantling of the bogies: Instructions contained in para 5 & 6 above

should be strictly adhered to while dismantling the bogies.

32.3 Car depots should not try to weld a damaged axle box guide or replace
the same. The bogie should be sent to workshops for welding the guide
and checking the alignment. The bogie frame should however, be checked
for cracks, particularly at the bolster suspension brackets.

32.4 The wheel sets are to be machined as explained in para 9.

32.5 Roller bearing should not normally be attended in car sheds. All that would
be necessary in service is to feel the axle boxes for any tendency on their
part to go overheated. If any axle box shows tendency to run hot, the
vehicle should be disconnected. The wheel sets which have run hot
 should be replaced in the Car Depot and the damaged wheel sets sent to
shops for attention.

32.6 Four bolts securing the rear and front cover of the axle box shall be
examined to ensure correct assembly with spring washer and split pins.

32.7 Whenever a spring is to be replaced, it should be done in accordance with

RDSO Spring Maintenance Manual No.-C8419 (Rev.1).

32.8 For this purpose, it is necessary that Car Depots should have an imprest
of axle box and bolster springs duly tested and certified to conform to the
instructions contained in para 12 & 15.

32.9 Free height of axle box and bolster springs should be within the tolerance
as shown in C-8419 (Rev. 1) for used springs and as per RDSO
Specification No. WD-01-HLS-94 for new springs.

32.10 Whenever dashpot in the primary suspension shows signs of oil leakage
through the sealing rings, the bogie should be lifted and the rubber sealing
ring checked and replaced if needed. In that event, the diametrical
clearance between the guide bush and the lower spring seat should also
be checked and if more than 1.6 mm, the components worn out should be
replaced.

32.11 Level of the oil in the dash-pot should be checked at intervals of one
month with the help of a dip stick. It is important that the oil level is
checked after the vehicle has been standing for at least 30 minutes as
otherwise the froth in the dash-pot formed when the vehicle is running
may give wrong indication. The oil level from top surface of guide cab
should not be less than 77 mm for TC bogie and 97 mm for MC & HCC
bogie.

32.12 If hydraulic shock absorbers used on secondary suspension show any

signs of oil leakage or other damage, thje same should be replaced with a
shock absorber completely overhauled. For this purpose, the Car depts
should maintain an imprest for use as unit change assemblies. The
leaking shock absorbers should be sent to the workshops for overhauling.
The shock absorbers should be checked to ensure proper tightening of the
four securing studs. The nylon rubbing plate in the motor coach bogies
should be properly maintained as explained in para 18.

32.13 The maximum diametrical clearance between the brake pins and bushes
should be limited to 2mm and the brake block should be replaced when
worn out to a thickness of 16 mm.
32.14 Oil in the side bearer should be checked at an interval of one month and
oil replenished through the side bearer oil filling arrangement. If it is found
that the oil leaks through the weld, the weld should be gouged and re-
welded properly. The bronze wearing piece and the hard-ground steel
plate should be replaced, as required, i.e., when the bronze piece has
been worn out by 3mm or has developed sharp edges. The permissible
wear on the steel plate is 1.5 mm.

32.15 The safety straps for the brake beams and equalising stays should be
checked for proper securing arrangement.

32.16 Straps for the bolster and axle boxes should be checked for proper
securing arrangement.

32.17 Straps for the bolster and axle boxes should be checked for adequate
running clearances.

32.18 Drop in buffer height due to tyre wear must be reset by providing packings
explained in para 29.

32.19 It should be ensured that the screws for the vent holes are properly
tightened with leather washers.

32.20 If a silent bloc is observed to have fretting on edges, whether on anchor

link or on centre pivot, it should be removed and replaced with a new one.
The securing studs for the anchor link should be examined for proper
fastening. The four bolts securing the centre pivot to the underframe
should also be examined for proper assembly with spring washer and
tack-welding of nuts.

32.21 Under no circumstances wheels which have reached condemning limit on

the wheel rim tyres should be used.

32.22 No coach with a broken dashpot or a broken spring should be allowed to

run in service. These coaches should be withdrawn immediately for
replacement of the broken spring and sent for replacing the broken dash-
pot guides.

32.23 Equalising stays should be carefully examined to ensure the correct

assembly with washers and split pins. All welds and the body of the
equalising stays should also be examined for cracks. Bogies with bent,
cracked or broken stays should not be allowed in service.

32.24 The bolster assembly should be examined in position to ensure that the
hanger blocks, and pins and shackles are in good condition.
32.25 Dashpots and side bearers of these bogies should be checked for a
possible oil leak and in the event of signs of leakage, the oil should be
replenished.

32.26 If considered necessary and provided that requisite facilities are available,
any of the items which should normally be attended during POH may be
tackled in the Car Depots.
 LIST OF FIGURES
Fig. Title
1 Bogie General Arrangement (Motor Bogie)
2 Bogie General Arrangement (HCC Bogie)
3 Bogie General Arrangement (Trailer Coach)
4 Assembling & Dismantling of Bogie Bolster
5 Bogie Frame Arrangement (Motor Bogie)
6 Bogie Frame Arrangement (HCC Bogie)
7 Bogie Frame (Trailer Bogie)
8 Important Dimensions in Bogie Frame (Motor & HCC Bogie)
9 Important Dimensions in Bogie Frame (Trailer Bogie)
10A Checking of Bogie Frame Alignment
10B ---Do--
10C ---Do--
11 Roller Bearing Arrangement (Motor & HCC Bogie-Direct Mounted)
12 Roller Bearing Arrangement (Trailer Bogie-Sleeve Mounted)
13 Roller Bearing Arrangement (Trailer Bogie-Direct Mounted)
14 Withdrawal Tool in Position
15 Mounting Sleeves for Roller Bearing
16 Axle Box Guide Arrangement (Motor & HCC Bogie)
17 Axle Box Guide Arrangement (Trailer Bogie)
18 Dip Stick (Trailer Bogie)
19 Dip Stick (Motor & HCC Bogie)
20 Lower Spring Beam (Motor & HCC Bogie)
21 Lower Spring Beam (Trailer Bogie)
22 Rubbing Plate in MC & HCC Bogie
23 Equalising Stay (Motor & HCC Bogie)
24 Equalising Stay (Trailer Bogie)
25 Centre Pivot Arrangement (Trailer Bogie)
26 Centre Pivot Arrangement (Motor & HCC Bogie)
27 Side Bearer Arrangement (Motor & HCC Coach)
28 Side Bearer Arrangement (Trailer Coach)
29 Hanger and Hanger Blocks (Motor & HCC Coach)
30 Hanger and Hanger Blocks (Trailer Bogie)
31a Running Clearances (Motor & HCC Bogie)
31b ---Do--
32a Running Clearances (Trailer Bogie)
32b ---Do--
33 Split Packing
34a Buffer Height Adjustment (Motor & HCC Coach)
(EMU/MEMU stock of ICF, JESSOP, BEML)
34b ---Do--
35a Buffer Height Adjustment (Trailer Coach)
(EMU/MEMU stock of ICF, BEML)
35b ---Do--
36a Buffer Height Adjustment (Trailer Coach)
(EMU stock of JESSOP)
36b ---Do--
37a Brake Rigging Diagram (ICF & BEML ac EMU) (driving coach bogie
with hand brake)
37b --do-- (driving coach bogie & trailer coach bogie)
37c --do-- (motor coach bogie)
37d --do-- (air brake)
38a Brake Rigging Diagram (ICF & BEML dc EMU) (driving trailer-D)
38b --do-- (motor coach-B)
38c --do-- (trailer coach –C)
38d --do-- (hand brake & air brake)
39a Brake Rigging Diagram (JESSOP ac EMU) (trailer coach)
39b --do-- (motor coach)
39c --do-- (air brake)
40a Brake rigging diagram (JESSOP dc EMU) (driving trailer-C)
40b --do-- (non-driving trailer-A)
40c --do-- (motor coach – B)
40d --do-- (air brake)
41a Brake Rigging Diagram (MEMU) (trailer coach bogie)
41b --do-- (motor coach bogie)
41c --do-- (air brake)
FIG-1
FIG-2
FIG-3
FIG-4
FIG-5
FIG-6
FIG-7
FIG-8
FIG-9
FIG10A
FIG10B
FIG10C
FIG11
FIG12
FIG13
FIG14
FIG15
FIG16
FIG17
FIG18
FIG19
FIG20
FIG21
FIG22
FIG23
FIG24
FIG25
FIG26
FIG27
FIG28
FIG29
FIG30
 FIG31A

DIMENSIONS ON NEXT PAGE

 FIG31B

ALL DIMENSIONS UNDER TARE CONDITIONS

STOCK A B C D
CROWN BOLSTER BOGIE RL. TO
CLEARENCE TO BOGIE FRAME TO CENTER
FRAME BODY LINE OF
BOLSTER COUPLER
ac / EMU /ICF & 38+6 24+5 95 Min. 1035+0,-15
BEML
dc / EMU / DE 36+6 35+5 88 Min. 1035+0,-15
ICF & BEML NDE 43+6 29+5 94 Min. 1035+0,-15
MENU / DMC 38+6 24+5 143 Min. 1035+0,-15
JESSOP ac / DE 38+6 38+5 91 Min. 1035+0,-15
EMU NDE 36+6 40+5 91 Min. 1035+0,-15
JESSOP dc / EMU 29+6 34+5 76 Min. 1035+0,-15
HCC / ICF / BEML 62+6 14+5 95 Min. 1064+0,-15
HCC JESSOP 48+6 25+5 95 Min. 1064+0,-15
FIG-32A

DIMENSIONS ON NEXT PAGE.

 FIG32B

ALL DIMENSIONS UNDER TARE CONDITION

STOCK A B C D E
CROWN BOLSTER BOGIE BOLSTER R.L. TO
CLEARENCE TO BOGIE FRAME TO STOP C/LINE
FRAME BOGIE OF
BOLSTER COUPLER
ICF & 42+6 40+6 70Min. 49Min. 1035+0 / -15
BEML
JESSOP 43+6 55+6 50Min. 61Min. 1041+0/ -15
MEMU 33+6 40+6 151Min. 55Min. 1035+0/ -15
FIG-33
FIG-34A
FIG-34B
FIG-35A
FIG-35B
F-G-36A
FIG-36B
FIG-37A
FIG-37B
FIG-37C
FIG-37D
Fig-38A
FIG-38B
FIG-38C
FIG-38D
FIG-39A
FIG-39B
FIG-39C
FIG-40A
FIG-40B
FIG-40C
FIG-40D
FIG-41A
FIG-41B
FIG-41C