CH 6

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Index
CHAPTER 4
BOGIE
S.N Description Page

No.
Introduction
4.1 1
4.1.1 Technical Description 1
4.1.2 Main Technical Data 1
4.1.3 Bogie Frame 4
4.1.4 Primary Suspension 5
4.1.5 Secondary Suspension 6
4.1.5.1 Steel Coil Spring In Secondary Suspension Stage 6
4.1.5.2 Air Spring (Pneumatic Suspension) in Secondary Suspension 6
Stage
4.1.5.2.1 Introduction 6
4.1.5.2.2 Construction Details 6
4.1.5.2.3 Schematic Layout of Pneumatic Suspension 6
Control Equipments
4.1.5.2.4 Modification For Fitment of Air Spring if Required 8
4.1.5.2.5 Inspection & Maintenance of Air Spring: 9
4.1.5.2.6 Inspection & Maintenance of Rectangular Platform 9
Provided on Y- Frame
4.1.5.2.7 Inspection of Pipe Line 9
4.1.5.2.8 Leakage Test of Air Spring: 9
4.1.5.2.9 Procedure for Checking Bogie Clearances On AC 9
and Non AC Coaches Provided with Air Springs
4.1.5.2.10 Procedure for Adjustment of Installation Lever. 10
4.1.5.2.11 Checks For Proper Fitment of Air Spring Assembly 11
4.1.5.2.12 Problem and their Reasons 11
4.1.5.2.13 Dismantling of Air Spring From Rectangular 12
Platform Provided on Y- Frame of Bogie and
Bogie Bolster
4.1.5.2.14 Mounting Air Spring on Rectangular Platform 12
Provided on Y- Frame of Bogie and Bolster
4.1.6 Traction Centre 14
4.1.7 Auxiliary Components 15
No.
4.1.8 Installed Braking Systems 17
4.1.9 Brake Discs 18
4.1.10 Wheels 18
4.1.11 Axle Bearings 20
4.1.12 Principles Of Forces Transmission 22
4.2 Lifting The Body 24
4.2.1 Bogie Disconnection Sequence 24
4.2.2 Disconnection of the Pneumatic Connections of the Brake 25
4.2.3 Disconnection of The Hand Brake Cables (Only For Bogie 1267334) 26
4.2.4 Disconnect Signal And Ground Cables From The Axle-Bearings 27
Sensors
4.2.5 Disconnection of the Yaw Dampers 28
4.2.6 Disconnection of the Bolster Beam From the Coach Body 29
4.2.7 Lifting the Coach Body 30
4.3 Bogie Disassembly 31
4.3.1 Secondary Suspension Dismounting 32
4.3.1.1 Vertical and Lateral Dampers Removal 32
4.3.1.1.1 Periodical Inspection and General Maintenance of 34
Dampers
4.3.1.2 Pressing the Bolster Beam 37
4.3.1.3 Disconnect Bolster Beam From Traction Centre 38
4.3.1.4 Remove the Anti-Roll Bar 39
4.3.1.5 Remove Safety Cables 40
4.3.1.6 Lifting the Bolster Beam 41
4.3.2 Dismounting Assemblies From the Frame 44
4.3.2.1 Removal of Yaw Dampers 44
4.3.2.2 Removal of Lateral Bump Stops 45
4.3.2.3 Dismounting the Traction Centre 46
4.3.2.4 Dismounting Corner Rolls 47
4.3.2.5 Dismounting The Pneumatic Equipment 48
4.3.2.6 Hand Brake Cables Removal (Only For Bogie1267334) 50
4.3.2.7 Removing Axle-Bearing Equipments 53
4.3.2.8 Separation of the Wheel Sets From the Bogie 55
No.
4.3.2.9 Removal of Brake Units 58
4.3.2.10 Removing Ground Cables of the Primary Suspension 59
4.3.2.11 Bogie Rotation From Normal Position to Reversed 60
4.3.2.12 Dismounting the Primary Suspension 61
4.3.2.12.1 Wear Limit on Control Arm of LHB Type 63
Coaches
4.3.3 Dismounting other Assemblies 64
4.3.3.1 Removing the Axle-Bearings From the Wheel Set 64
4.3.3.2 Dismounting the Anti-Roll Bar 66
4.3.3.3 Extraction Of The Rubber Joints 67
4.4 Wheel And Axle Assembly 68
4.4.1 Maintenance Procedure In The Workshop 68
4.4.2 Examination And Repair Practice In Carriage Maintenance Depot 68
4.4.3 Wheel Balancing 71
4.4.4 Instructions For Stepwise Fitting Of Phonic Wheel To Security Disc 72
4.5 The Cartridge Bearing Unit 74
4.5.1 Introduction 74
4.5.2 Bearing Removal 75
4.5.3 Checking the Bearings 80
4.5.4 Service Inspection In Shop 81
4.5.5 Shop Practice 82

4.5.6 Bearing Installation 83
Bogie Assembly
4.6 88
4.6.1 General Note 88
4.6.2 Mounting Assemblies 88
4.6.2.1 Insertion of the Rubber Joints 89
4.6.2.2 Pre-Mounting the Anti-Roll Bar 90
4.6.3 Mounting the Axle Bearings on the Wheel set 91
4.6.4 Mounting the Primary Suspension 95
4.6.5 Mounting the Ground Cables of the Primary Suspension 98
4.6.6 Mounting the Brake Groups 99
4.6.7 Linking the Frame to the Wheel Sets 100
No.
4.6.8 Mounting Assemblies on the Frame 104
4.6.8.1 Mounting Hand Brake Cables (Only On Bogie1267334) 104
4.6.8.2 Mounting Corner Rolls 107
4.6.8.3 Mounting the Pneumatic Equipment 108
4.6.8.4 Mounting the Traction Centre 110
4.6.8.5 Mounting the Lateral Bump Stops 111
4.6.9 Mounting the Axle Bearing Equipments 112
4.6.10 Assembling the Bolster Beam 113
4.6.11 Pressing the Bolster Beam 117
4.6.12 Mounting Safety Cables 118
4.6.13 Connect Bolster Beam to Traction Centre 119
4.6.14 Mounting the Anti-Roll Bar 120
4.6.15 Mounting Vertical and Lateral Dampers 121
4.6.16 Brakes Pneumatic System Check 123
4.6.17 Check Shimming under the Bolster Beam 124
4.6.18 Bogie Pressing And Testing 125
4.6.19 Connecting The Bogies To The Car Body 126
4.6.20 Final Connections 129
4.6.21 Table Of Lubricants 130
4.6.22 Screwed Connections 131
4.6.22.1Torque Controlled Tightening 131
4.6.22.2 Contact Surfaces 131
4.6.22.3 Securing a Connection with Liquid Glue 131
4.6.22.4 Tightening Torques 132
4.6.22.5 Procedure of Maintenance of Corrosion of LHB Fiat Bogie 133
Frame
4.6.22.6 Maintenance of Springs of Fiat Bogie of LHB Coaches 134
4.6.22.6.1 Load Test Chart for Springs of Fiat Bogie of LHB 136
Coach
Maintenance Manual of LHB Coaches Bogie
CHAPTER - 4
BOGIE
4.1 Introduction
4.1.1 Technical Description
The FIAT Bogie is two-axle type, with a primary and a secondary suspension. The bogie
assembly is shown in fig. 4-1. The Salient features of FIAT Bogie are:
 Solid welded Bogie Frame made up of two longitudinal components connected by
two cross beams. The bogie frame rests on the primary suspension spring units and
supports the vehicle body by means of Bolster beam. The Bolster beam is connected
to the bogie frame by secondary suspension.
 Primary suspension consist of two steel coil springs (internal/external) laid out on
the Control Arm upper part.
 Secondary suspension consists of two spring packs which sustain the bolster beam
over the bogie frame. Each spring pack is made up by an internal and external spring.
An Anti roll bar fitted on the bogie frame realizes a constant, reduced inclination
coefficient during running. The bogie frame is linked to the bolster beam through two
vertical dampers, a lateral damper, four safety cables and the traction rods. The bogie
frame is linked to the coach body through two yaw dampers.
 Traction Centre - The traction Centre transmits traction and braking forces between
bogie frame and body by a traction lever on the bolster beam pin and two rods.
 Disk Brakes – The FIAT bogie is fitted with pneumatic disk brakes. The
pneumatically operated brake cylinders are fitted with automatic device for taking up
the clearances.
 Taper Roller Cartridge Bearing – Fiat Bogie is fitted with 130 mm Cartridge type
roller bearings.
4.1.2 Main Technical Data
Axle distance 2560 mm

Diameter of new wheels 915 mm
Diameter of max. worn wheel 845 mm
Distance between the wheels 1600 mm
Brake disc diameter 640 mm
Bogie width 3030 mm
Bogie length 3534 mm
Bogie weight 6300 Kg
Chapter 4 Page 1 of 136

1. Bogie frame
2. Primary suspension
3. Secondary suspension
4. Yaw damper
5. Lateral damper
6. Safety cables
7. Brake disc
8. Bolster beam
9. Axle
FIG. 4-1 BOGIE ASSEMBLY

There are four variants of the bogie: 1267400, 1267334, 1267700 and LW08001 . The main
differences in these variants are shown in Table 4.1.
Table 4.1 BOGIE DIFFERENCES

DRAWING NUMBERS AND CHARACTERISTICS FOR DIFFERENT ITEMS
Component / Item AC- Chair Car (Ist & Gen-Van Side 1 Gen-Van AC-3T EOG
2nd ), Hot buffet, AC- Side 2
2T/EOG, FAC/EOG (luggage
Side 1+2 (each) compartment)
Bogie main assembly 1 267 400 1 267 334 1 267 700 LW 00001
Primary suspension 1 268 732 1 272 174 1 272 174 LW01001

assembly
Spring (outer) 1 267 411 1 277 142 1 277 142 1267411
Spring (inner) 1 267 412 1 277 143 1 277 143 1277143
Secondary suspension 1 268 801 1 268 838 1 277 151 LW05001

assembly
Spring (outer) 1 269 514 1 277 146 1 268 836 1268836
Spring (inner) 1 269 513 1 277 145 1 268 837 1269513
Frame assembly LW 03007 LW 03008 LW 03007 LW03007
Handbrake support No Yes - 1 267 No No

798
Brake assembly 1 268 820 1 272 116 1 272 112 1268820
Ratio of brake-caliper 1 : 2.17 1 : 2.48 1 : 2.48 1:2.17
Yes
Handbrake/Flexball No 1272184201/02 No No.
67060000
1272185201/02
67050000

4.1.3 Bogie Frame

The bogie frame is a solid welded frame made by steel sheets and forged or cast parts.
The frame is made up of two longitudinal components (1) connected by two cross-beams
(2) which also support the brake units. The various supports which connect the different
bogie components are welded to the frame. The bogie frame rests on the primary
suspension spring units and supports the vehicle body by means of a bolster beam. The
bolster beam is connected to the bogie frame by the secondary suspension.
FIG. 4-2 BOGIE FRAME
1. Bogie frame longitudinal component

2. Cross-beam

4.1.4 Primary Suspension

Primary suspension is implemented by two units (see FIG. 4-3) of two steel coil springs
(internal (4) and external (5)) laid out on the control arm upper part (13) by a centering
disk (8) and adjustment shims (if required).
The suspension is also completed by the following components:
 A control arm (13), fitted with twin-layer elastic joints (12), connecting the axle
bearing to the bogie frame and transmitting, not stiffly, lateral, longitudinal and
part of the vertical forces;
 A vertical damper (14).
Rubber elements (2) separate the primary suspension from the bogie to realize noise
reduction.
1. Bogie frame
2. Rubber disks
3. Centering disk
4. Internal spring
5. External spring
6. Bump stop
7. Shim
8. Centering disk
9. Control Arm
Lower Part
10. Plate
11. Block
12. Rubber joint
13. Control Arm
Upper Part
14. Damper
FIG. 4-3 Primary Suspension

4.1.5 Secondary Suspension

4.1.5.1 Steel Coil spring in secondary suspension stage
The secondary suspension enables lateral and vertical displacements and bogie rotation
with respect to body when running through curves.
It is implemented by two spring packs ( FIG. 4-4) which sustain the bolster beam (1)
over the bogie frame (6). Each spring pack is made up by an internal (3) and an external
spring (4), mounted and positioned through the centering discs (5).
An anti-roll bar (2), fitted on the bogie frame (6), realizes a constant, reduced inclination
coefficient during running.
The bogie frame is linked to the bolster beam through two vertical dampers (7), a lateral
damper (8), four safety cables (9) and the traction rods (10).
The bogie frame is also linked to the coach body through two yaw dampers (11).
4.1.5.2 Air spring (Pneumatic suspension) in secondary suspension stage
4.1.5.2.1 Introduction
Air suspension is a suspension where properties of air are used for cushioning effect
(springiness). Enclosed pressurised air in a pre-defined chamber called air spring, made
up of rubber bellow & emergency rubber spring, provides various suspension
characteristics including damping. Air springs are height-controlled load levelling
suspension devices. With changing loads, air spring reacts initially by changing the
distance between air spring support and vehicle body. The height monitoring valve
(called levelling valve) is in turn actuated, either taking the compressed air pressure to
the air spring or releasing air pressure from it to the atmosphere. This process continues
until the original height is restored. This mechanism ensures a constant floor height on
coaches provided with air springs, irrespective of the load. This greatly reduces problems
associated with low buffer / coupler heights.
4.1.5.2.2 Construction details:

Construction details of air spring are shown in Fig.4-3 (air spring with internal
emergency spring), & Fig.4-4 (air spring with external emergency spring).
FIG. 4-3 AIR SPRING ASSEMBLY WITH INTERNAL EMERGENCY

SPRING

FIG. 4-4 AIR SPRING ASSEMBLY WITH EXTERNAL EMERGENCY

SPRING
4.1.5.2.3 Schematic layout of pneumatic suspension control equipments:
A schematic layout of pneumatic suspension control equipments has been provided in

Fig.4-5.
S. Description Quatity
No. /Coach
1 Isolating cock 3
2 Dirt Collector 1
3 150 Lit. Reservoir with 1
drain cock (Main
Reservoir)
4 Check Valve 1
5 Levelling Valve 4
6 Installation lever 4
7 Duplex check valve 2
8 Auxiliary Reservoir -----
(inbuilt in Bolster beam
having 60 lit. capacity)
9 Air spring assembly 4
FIG. 4-5 SCHEMATIC LAYOUT OF PNEUMATIC SUSPENSION

CONTROL EQUIPMENTS

4.1.5.2.4 Modification for fitment of air spring if required:
Bogie Frame & Suspension:

 Air spring has been installed at secondary stage replacing steel coil springs.
 A square platform (base) to accommodate the air spring has been provided
on Y- frame of bogie.
 A lateral hydraulic damper and lateral bump stop have been provided at
secondary stage.
 Primary springs have been retained as steel spring.
 Details are shown in picture below.
 Leveling valve provided between bogie frame and bogie bolster.
Yaw Damper
Air Spring
Vertical Damper
Bogie bolster:
 Provision is made for air inlet to air spring.

 Dome of Bolster beam has been used as an additional reservoir of 60 lit. for each
air spring.
 Duplex check valve is provided.
Under frame:
 A pipeline is drawn from M.R pipe (feed pipe) for pneumatic suspension.
 One isolating cock, one non return valve, one 150 lit air reservoir (auxiliary
reservoir) one air filter and two separate isolating cocks to isolate each bogie
have been provided.
Base plate:
 Base plate shall be as per drawing No. RDSO CG- K5057 alt ‘b’.

4.1.5.2.5 Inspection & maintenance of air spring:
 Inspect for any water collection in rubber bellow of air spring

 Inspect the air spring for any damage or leakage.
 Inspect air spring seat and top plates for corrosion, if corrosion noticed is paint
with primer & black paint.
4.1.5.2.6 Inspection & maintenance of rectangular platform provided on y- frame:
 Inspect air spring fixing holes of square platform provided on y- frame of bogie
for elongation, if elongated build them to dia.24 mm or dia. 44 mm.
 Inspect the corrosion on top surface of square platform provided on y- frame of
bogie, Remove the corrosion paint with primer and black paint.
4.1.5.2.7 Inspection of pipe line:
 The air spring piping may be checked for any leakage/damage by soap test and
repair if required.
4.1.5.2.8 Leakage test of air spring:
 Connect the hosepipes on the under frame piping with the levelling valves of the
bogies.
 Connect pressure gauges to the drain plug locations of 150-litre reservoir.
 Provide packing in the gap between bolster & bogie frame.
 Connect the 150-litre reservoir on the under frame to the compressed air source
of pressure 6.0 kgf/cm2.
 Allow air into the air springs to a value of 6.0 kgf/cm2 in the pressure gauge by
adjusting the horizontal lever of the levelling valve and keep it in the same
position.
 Close the isolating cock connecting MR pipe with 150-litre reservoir.
 Test all pipe joints for leakages.
 Check the pressure gauge readings after 15 min. The pressure drop should be
within 1% of the test pressure 6.0 kgf/cm2.
 Release the air completely by dropping the horizontal lever.
 Remove the packing.
4.1.5.2.9 Procedure for checking bogie clearances on ac and non ac coaches provided
with air springs :
 Firstly find out the type of bogie as AC 2T EOG Hot Buffet Car, Generator Car and
Double Decker AC Chair Car coaches. List of relevant drawings are as under:
TYPE OF COACH RCF DRAWING No.

AC 2T EOG
Hot Buffet Car
LW90033
Generator Car
Double Decker AC Chair Car

 Then the coach shall be placed at leveled track.

 The primary springs shall be grouped as per Annexure – 1 in which the different type of
primary springs is grouped for air spring bogie.
 The primary springs are used for the air spring bogies as follows:
TYPE OF RCF DRAWING No. TYPE OF COACH

SPRING
Primary Inner 1277143 Version 01 AC 2T EOG, Generator Car, Double Decker
AC Chair Car
1267412 Version 05 Hot Buffet Car
Primary Outer 1267411 Version 04 AC 2T EOG, Hot Buffet Car
1277142 Version 01 Generator Car, Double Decker AC Chair Car
 Secondary suspension arrangement drawing is given as under:

AC 2T EOG
Hot Buffet Car
LW05004
Generator Car
 Primary suspension arrangement drawing is given as under:

AC 2T EOG LW01001
Hot Buffet Car 1268732
Generator Car 1272174
 Then maintain the bogie corner heights as per following Bogie General Arrangement
drawing.
AC 2T EOG LW00007
Hot Buffet Car LW00009
Generator Car LW00010 (for side 1) and LW00011 (for side 2)
Double Decker AC Chair Car LW00011
 After the bogie corner height is maintained, adjust the air spring height as per
relevant suspension diagram with the help of installation lever.
4.1.5.2.10 Procedure for adjustment of Installation Lever.

 Keep the coach on a level track.
 Connect the pressure gauges to the drain plug locations of all 60 lit. reservoirs in a
bogie.
 Adjust the length of all installation levers as per requirement to connect them to
lever of levelling valve.
 Supply compressed air to the bogie.

 Adjust the design height of air spring to 292+0-5 mm by gradually increase or

decrease the length of installation lever.
 Repeat the same procedure for the other side of air springs of same bogie.
 Recheck the design height of all air springs of same bogie and make minor
adjustment if required to maintain the design height of all four air springs in same
bogie between 292 to 287 mm.
CAUTION:
If the difference in pressure of the air in the air springs of the same bogie is
more than setting pressure of the duplex check valve i.e. 1.5 bar, then the air will
continuously escape from one air spring to the other through the duplex check
valve and then to atmosphere.
 Tightened the installation lever lock nuts with the horizontal lever of leveling
valve, so that the setting will not be disturbed.
 Repeat the above procedure for the second bogie.
 Disconnect the pressure gauges and replace the drain plug.
4.1.5.2.11 Checks for proper fitment of air spring assembly
 Check air spring vertical symmetry

 No pre twist in air spring top plate during fitment
 No push fittings in air spring holdings
 Leveled top and base plate of air spring
4.1.5.2.12 Problem and their reasons
S.No Nature of Reasons

problem
1 Inadequate • Improper initial settings of leveling valve
bogie clearances • Improper functioning of leveling valve
• Non uniform wear in bogie parts
2 Failure of lateral • Damper fitting misalignment
damper • Inadequate damper stroke
• Pre angular twist in end fasteners due to level
difference
3 Non lifting of air • Low air pressure
spring • Heavy air leak in pipe connections
• Fully choked leveling valve inlet port
4 Delayed lifting of • Perished rubber seat of lower diaphragm in leveling
air spring valve
• Partly choked wire mesh in leveling valve inlet port
• Back lash error in leveling valve rotation

4.1.5.2.13 Dismantling of air spring from rectangular platform provided on Y- frame of

bogie and bogie bolster:

 Remove All Body, Bogie connections

 Remove duplex check valve from bolster
 Remove lateral & vertical shock absorber
 Remove connection between arm of levelling valve & installation lever.
 Remove all 4 Nos. Bolts and nut with the help of suitable Allen key and suitable
spanner from bottom plate of air spring & square platform provided on y- frame
of bogie.
 Lift bolster up to bogie frame to clear the spigot of air spring.
 Slide air spring from square platform provided on y- frame of bogie.
Note: Upto five years of fitment of air spring attention should be given during
dismantling of bolster beam that air spring should not be opened.
4.1.5.2.14 Mounting air spring on rectangular platform provided on Y- frame of bogie and
bolster:

 "O" rings provided on air spring spigot must be changed.
 Mount air spring on square platform provided on y- frame of bogie and match the
holes of bottom plate of air spring and holes of square platform provided on y-
frame of bogie.
 Tight all 4 nut-bolts with the help of suitable allen key and suitable spanner.
 Place the bolster beam on air spring ensuring no damage to spigot of air spring.
 Connect levelling valve arm with installation lever.
 Mount vertical and lateral shock absorber.
 Connect all flexible/fixed pipe connections of bogie
 All the threaded joints of air spring be sealed with thread sealing tape to avoid air
leakage.
 The filter of levelling valve must be cleaned.

1. Bolster beam
2. Anti- roll bar
3. Internal spring
4. External spring
5. Centring disk
6. Bogie frame
7. Vertical damper
8. Lateral damper
9. Safety cables
10. Traction rod
11. Yaw damper
FIG. 4- 4 SECONDARY SUSPENSION UNIT

4.1.6 Traction Centre

The traction centre (see FIG. 4-5) transmits traction and braking forces between bogie
frame and body by a traction lever (3), on the bolster beam pin (10), and two rods (2).
The traction lever is connected to the bolster beam by means of a rubber bush (4), two
plates (5, 6) and screws, while rods are connected to the bogie frame and to the traction
lever by elastic joints (7) and screws.
1. Bolster beam
2. Rod
3. Traction lever
4. Rubber bush
5. Plate
6. Plate
7. Elastic joint
8. Rod
9. Bogie frame
10. Pin
FIG. 4- 5 TRACTION CENTRE

4.1.7 Auxiliary Components

The bogie is completed by a device for limiting the longitudinal and lateral
displacements of the bolster beam, made by four bump stops (FIG. 4-6), two longitudinal
(2) and two laterals (1).
1. Lateral bump stop

2. Longitudinal bump stop
3. Support- frame
The four of them are supported by a small frame (3) screwed to the bogie frame.
FIG. 4- 6 LONGITUDINAL AND LATERAL BUMP STOPS

At the two outer corners of the frame it is also mounted a roll (1-FIG. 4-7) which
prevents excessive rotation of the bogie when under the car body. The roll (1) is fixed by
a pin (2), a washer (3) and a safety split pin (4).
1. Roll
2. Pin
3. Washer
4. Split pin
FIG. 4- 7 CORNER ROLLS

4.1.8 Installed Braking Systems

The pneumatic braking systems acting on the bogie are as follows:
 Pneumatic disk braking only (see FIG. 4-8), covering the whole speed range and
acting on both axles for bogies 1267400 and 1267700.
 Pneumatic disk braking and hand-operated brakes acting on both axles for bogie
1267334.
Pneumatic braking is implemented by pneumatically operated brake cylinders fitted with
an automatic device for taking up clearances. Air to spring brake cylinders is supplied
through two compressed air pipes, one for the brakes of the first axle, and the other for
the second axle. Brake cylinder action is transmitted, through two levers and a balancing
arm, to a pair of pad holders, which perform braking on relevant disk.
1. Brake unit
FIG. 4- 8 BRAKING SYSTEM FOR BOGIES 1267400 AND 1267700

4.1.9 Brake Discs

On the bogie each axle (1) is fitted with two brake disks (4), diameter 640 mm and width
110 mm. Disks belong to the type with a low ventilation; friction lining in organic
material operate on each disk, by means of proper links, by the relevant brake cylinder
fitted with an automatic device for taking up clearances.
Note: Please refer to chapter on Air Brake system for more details.
4.1.10 Wheels
At axle ends are fitted wheels (3). Wheels are fitted with a side pipe, sealed by a plug, for
letting in high pressure oil during wheel removal.
1. Axle
2. Plug
3. Wheel
4. Brake disk
FIG 4- 9 BOGIE AXLES


4.1.11 Axle Bearings

A taper roller cartridge type bearing is used and it makes up a preassembled unit. The
axle bearings on the bogie are fitted with sensors for detecting speed (whose signal is
elaborated by the anti slipping system) and a current return device.
The ends of the control arms are fitted with centering devices for the primary suspension
spring assembly. The bearing lubricating plug is fitted in the lower part.
1. Double cup
2. Sealing system
3. Backing ring
FIG. 4-10 AXLE BEARING LONGITUDINAL SECTION

1. Axle bearing with current return device ( type A)

2. Axle bearing with no sensor ( type B)
3. Axle bearing with phonic cogwheel of antiskid sensor WSP ( type C)
4. Axle bearing with phonic cogwheel of antiskid sensor WSP ( type D)
FIG. 4.11 EQUIPMENT LAYOUT ON BOGIE AXLE BEARING

1. Current return cable

2. Cup
3. Connecting plate
4. Bearing cup
5. Bearing assembly
6. Control arm upper part
7. Control arm lower part
8. Cup
9. Phonic cogwheel of antiskid sensor WSP
10.Cable
11.Cup
FIG. 4-12 BEARING EQUIPMENTS INSTALLED ON THE BOGIES

4.1.12 Principles of Forces Transmission
Forces concerning the bogie are transmitted as follows.

Vertical forces: from the body to the bogie frame through the secondary suspension
springs; from the bogie frame to the axles through the primary suspension springs and
frame - axle bearing control arm.
Crosswise forces: from the body to the bogie frame through the secondary suspension
springs; from the bogie frame to the axles through the elastic elements of the frame - axle
bearing control arm.
Longitudinal traction efforts and braking powers: from the body to bogie frame
through the traction centre rods and the traction lever; from the bogie frame to the axles
through the frame - axle bearing control arm.

4.2. Lifting the Body

4.2.1 Bogie Disconnection Sequence
In order to disconnect the bogie from the car body, follow this sequence:
 Disconnect the pneumatic connections of the brakes (see Para. 4.2.2)
 Disconnect the cables of the hand brake (just for bogie 1267334 - see Para. 4.2.3)
 Disconnect the electric cables from the sensors mounted on the axle bearings(see
Para. 4.2.4)
 Disconnect the ground cable between coach body and bogie frame (see Para.
4.2.4)
 Disconnect the yaw dampers from the car body supports (see Para. 4.2.5)
 Disconnect the bolster beam from the car bottom (see Para. 4.2.6)
 Lift the car body (see Para. 4.2.7)
 Roll the bogie away (see Para. 4.2.7)
All of these operations are described in details in the following paragraphs.

4.2.2 Disconnection of the Pneumatic Connections of the Brake

WARNING: BE SURE THAT NO PRESSURE IS INSIDE THE PNEUMATIC
SYSTEM: DISCHARGE COMPRESSSED AIR BEFORE PROCEEDING
After the pressure inside the system has dropped, disconnect the two pneumatic
connections (1 and 2, FIG. 4-13) which supply compressed air to the brake cylinders.
1. Pneumatic pipe
2. Pneumatic pipe
FIG. 4-13 DISCONNECT PNEUMATIC FEED PIPES

4.2.3 Disconnection of the Hand Brake Cables (only for Bogie 1267334)
When working on bogie 1267334 it is necessary to disconnect the hand brake cables (1-
FIG. 4-14 -after releasing the hand brakes): extract the split pin (3) and the pin (2), then
untighten the nuts (4) and remove the cables (1) from the frame support.
1. Hand brake cable

2. Pin
3. Split pin
4. Nut
FIG. 4-14 DISCONNECTIONS OF HAND BREAK CABLES

4.2.4 Disconnect Signal and Ground Cables from the Axle-Bearings Sensors
Disconnect the cables (1, 2 - FIG. 4-15) which link the sensors on the axle-bearings to
the coach body equipment, and the ground cable (3) between the coach body and the
frame.
1. Speed sensor cable (axle bearing type D)

2. Speed sensor cable (axle bearing type C)
3. Ground cable
FIG. 4-15 DISCONNECTION OF THE SENSOR CABLES

4.2.5 Disconnection of the Yaw Dampers

Disconnect the yaw damper (1 - FIG. 4-16) connected to the car body support(2)
Extracting the fixing screws (3).
1. Yaw damper
2. Car body support
3. Screw
FIG. 4-16 DISCONNECTION OF THE YAW DAMPER

4.2.6 Disconnection of the Bolster Beam from the Car Body

Unscrew the locknut (5 - FIG. 4-17) and the nut linking body and bogie (6). The bogie is
disconnected from the car body. When the coach body is lifted, check that washers (4)
and shims (3) remain on the bolster beam. Items (1), (2) and (3) remain attached to the
coach body: in order to remove them, extract the split pins (7), remove the pin (2) and
finally the threaded pin (1).
1. Threaded pin
2. Pin
3. Shims
4. Washer
5. Locknut
6. Nut bogie- car body
7. Split pin
FIG. 4-17 DISCONNECTION OF THE BOLSTER BEAM

4.2.7 Lifting the Coach Body

After performing the operations described in the previous paragraphs of this chapter, it is
possible to remove the bogies from under the car body.
Proceed as follows:
A. Put four hydraulic lifters (1 - FIG. 4-18) under the sides of the car body.
B. Operate the lifters and lift the car body until the bogie bolster beams disengage the
car under frame.
C. Roll the bogies away
1. Hydraulic lifters
FIG. 4-18 REMOVING THE BOGIE FROM UNDER THE CAR BODY

4.3. Bogie Disassembly

After having disconnected the bogie from the body, clean it taking into account the
following:
A. Do not wash with atomized fuel oil;
B. Before washing with chemical detergents, make sure that they do not damage
rubber parts (do not use hydrocarbons);
C. During washing, liquid temperature must be kept below 80 °C;
D. Avoid water jets directed onto axle, bearing cartridge labyrinth rings and into
electrical and pneumatic connections.
FIG. 4-19 BOGIE DISCONNECTED FROM THE CAR BODY

4.3.1 Secondary Suspension Dismounting

In order to completely remove the secondary suspension from the bogie it is necessary to
perform the operations described in the following paragraphs.
4.3.1.1 Vertical and Lateral Dampers Removal
Remove both vertical dampers (1 - FIG. 4.20) extracting the screws (2) which fix the
upper end to the bolster beam (3) and those (4) fixing the lower end to the bogie frame
(5). In both cases recover the washers (6) and the nuts (7).
1. Vertical damper
2. Upper screw
3. Bolster beam
4. Lower screw
5. Bogie frame
6. Washer
7. Nut
FIG. 4.20 VERTICAL DAMPER REMOVAL

Remove the lateral damper (1 - FIG. 4.21) extracting the screws (2) which fix one end at
the bolster beam (3) and the other to the frame. Recover the washers (4) and the nuts (5).
1. Lateral damper
2. Screw
3. Bolster beam
4. Washer
5. Nut
FIG. 4.21 LATERAL DAMPER REMOVAL

4.3.1.1.1 PERIODICAL INSPECTION AND GENERAL MAINTENANCE OF DAMPERS
Visual inspection
The in service environment exposes Railway dampers to dirt and oil from outside sources. Road
dirt accumulation covering the entire outer surface of the damper is normal and there will have
no adverse effects on the damper’s performance.
Inspection on oil leakage
Sometimes new dampers can appear to show a little oil lost during the first service period and as
a result are suspected of leakage. In almost all cases this is assembly lube which has nothing to
do with oil leakage.
Assembly oils are yellow or black in colour, and can be easily distinguished from the red
hydraulic damping fluid. When the damper is new, the assembly lube may cause a slightly
moist rod or body. If this occurs, simply wipe off the excess oil and return the damper to service.
If a new damper has red oil droplets, the damper should not be installed but returned under
warranty.
For a long service life, it is necessary for the rod oil seal to remain lubricated. The continuous
inward and outward movement of the piston rod may cause oil “sweat” from the rod oil seal.
This loss of oil can be recognized by the outside of the damper being slightly moist and dirty.
However, there are no droplets of oil clinging to the damper. A slight oil sweating will not affect
the damping force and this damper may remain in service.
The following criteria can be used during the execution of the visual inspection of the dampers.
VISUAL APPEARANCE ACTION PICTURE

Dirt
Normal contamination caused by the None
operating environment of the dampers
is harmless.
If a damper has a damp film over the
whole body (including the dust cover), None
it is very probable that this is the result
of an outside source of oil or dirt.
In this case the damper can remain in
service.

VISUAL APPEARANCE ACTION PICTURE

Sweating
For a long service life, it is necessary
for the rod oil seal to remain lubricated.
The continuous inward and outward
movement of the piston rod may cause
oil “sweat” from the rod oil seal.
None
This loss of oil can be recognized by
the outside of the damper being slightly
moist and dirty. However, there are no
droplets of oil clinging to the damper.
A slight oil sweating will not affect the
damping force and this damper may
remain in service.
Oil drops
A strong oil leakage becomes apparent
by a damp surface, which usually
covers a large part of the reservoir tube.
Isolated oil drop formation is possible. Replacement
When wiping the absorber with a paper
cloth, clear oil stains are visible.

Attachments
It is important to visually check the condition of all rubber attachments. Worn or deteriorated
bushings may affect the damper’s performance and cause internal damage to the damper.
Bushings should be replaced when the rubber develops a cut or a split. If the bushing has only
developed small cracks on the surface of the rubber, no action is necessary.
If the bushing is deteriorated or the pin is loose in the bushing, the damper must be removed and
the bushing replaced.
Examples of worn bushings
While inspecting the bushings, it is a good idea to examine any welds between the bushing eye
and the damper body. The welds should show no evidence of cracking or deterioration.
Replacement of pin attachment rubbers

In case of pin attachments, such as damper 90-2729, the rubbers can simply be replaced without
the requirement of special tools.
Replacement of silent blocks

In case of a worn silent block, the complete part has to be removed from the damper eye. Since
these attachments are locked in the eye by means of a press fitting, they can only be removed or
assembled by means of a pressing tool and a press.
Apply grease to the attachment and the eye before pressing it in. This will prevent damage to the
metal parts.
Assembly and removal of silent blocks

4.3.1.2 Pressing the Bolster Beam

The separation of the bolster beam from the traction centre (Para. 4.3.1.3), from the anti-
roll bar (Para. 4.3.1.4) and the removal of the safety cables (Para. 4.3.1.5) requires the
use of the press 2613037500 (1 - FIG. 4.22). The press is secured to the brake support
beam (3) through the hooks (2).
Note: For details of Press, please refer to FIAT drg. No. 2613037500
1. Bolster beam press

2. Hook
3. Brake support beam
4. Compressor
FIG. 4.22 PRESSING THE BOLSTER BEAM

4.3.1.3 Disconnect Bolster Beam from Traction Centre

After pressing the bolster beam, as described in para. 4.3.1.2, disconnect the bolster
beam central pin (1 - FIG. 4.23) from the traction centre (2): extract the screws (3) which
fix the plates (4) and (5).
1. Bolster beam pin

2. Traction centre
3. Screw
4. Plate
5. Plate
FIG. 4.23 DISCONNECTION FROM THE TRACTION CENTRE
After disconnection, verify that the traction centre (2) complete with its rubber bush is
free against the bolster beam pin (1).

4.3.1.4 Remove the Anti-Roll Bar

The anti-roll bar (1 - FIG. 4.24) must be disconnected both from the bolster beam (2) and
from the frame supports (3) in order to allow removal. Extract the screws (4) which link
the anti-roll bar links (5) to the bolster beam, then extract those (6) fixing the brackets (7)
to the frame supports (3). It is then possible to remove the complete anti-roll bar (1).
1. Anti- roll bar

2. Bolster beam
3. Frame support
4. Screw
5. Anti- roll bar link
6. Screw
7. Bracket
FIG. 4.24 REMOVAL OF THE ANTI- ROLL BAR
4.3.1.5 Remove Safety Cables

In order to remove the four safety cables (1 - FIG. 4.25) which link the bolster beam to
the bogie frame, extract the split pins (2), extract the pins (3) from both ends and recover
the washers (4).
1. Safety cable
2. Split pin
3. Pin
4. Washer
FIG. 4.25 SAFETY CABLES REMOVAL

4.3.1.6 Lifting the Bolster Beam

After performing the operations described in the previous paragraphs, it is possible to
remove the bolster beam (1 - FIG. 4.26) from the bogie by lifting it using proper crane
equipment.
WARNING: PAY ATTENTION WHEN LIFTING THE BOLSTER BEAM IN
ORDER TO AVOID ANY INJURY TO PERSONNEL, ANY PEOPLE NOT
INVOLVED IN THE OPERATION MUST STAY AWAY FROM THE WORKING
AREA. TAKE CARE NOT TO DAMAGE THE BOLSTER BEAM SURFACE WHEN
OPERATING. PAY ATTENTION THAT NO UPPER DISC OR RING OF THE
SECONDARY SUSPENSION REMAINS ATTACHED TO THE BOLSTER BEAM:
IT COULD BE DANGEROUS IF THEY SHOULD FALL AFTER LIFTING.
Link the crane equipment to the bolster beam and begin lifting it with care
1. Bolster beam
FIG. 4.26 BOLSTER BEAM REMOVAL

Before removing springs, take note of the following:

 Mark each couple of inner / outer spring
 Take note of which bogie each couple is mounted on
The above procedure is needed to mount again the springs in the same position and
location they were before removal.
The spring packs (FIG. 4.27) of the secondary suspension can then be dismounted in the
following manner: remove the upper rubber ring (8). Remove the upper centering disc
(1) together with the rubber spring (5), the washer (4) and the screw (2). Extracting the
screw (2) it is possible to separate items (1), (2) and (5). Then it is possible to remove the
inner spring (6), the outer spring (7). Extract the threaded pin (3) in order to remove the
lower centering disc (1) and the lower rubber ring (8). Then put the bolster beam on two
supports.
1. Centering disc
2. Screw
3. Threaded pin
4. Washer
5. Rubber spring
6. Inner spring
7. Outer spring
8. Rubber ring
(MINER PAD)
FIG. 4.27 SPRINGS PACK DISMOUNTING

It is finally possible to remove the longitudinal bump stops (1 - FIG. 4.28) and the shims
(5) from the bolster beam (2), extracting the screws (3) and the washers (4).
Remove the shims (6) and the wear plate (8) under the bolster beam extracting the
screws, nut and washers (7).
1. Longitudinal stop
2. Bolster beam
3. Screw
4. Washer
5. Shim
6. Shims
7. Screw, nut and washer
8. Wear plate
FIG. 4.28 REMOVING BUMP STOPS AND SHIMS FROM THE BOLSTER BEAM
4.3.2 Dismounting Assemblies from the Frame

On the bogie frame without the bolster beam it is possible to remove its main assemblies.
4.3.2.1 Removal of Yaw Dampers
In order to remove the yaw dampers (1 - FIG. 4.29), extract the screws (2), the washers
(3) and the nuts (4) which fix their ends to the bogie frame side supports (5).
1. Yaw damper
2. Screw
3. Washer
4. Nut
5. Frame support
FIG. 4.29 REMOVING A YAW DAMPER

4.3.2.2 Removal of Lateral Bump Stops

Remove the lateral bump stops (1 - FIG. 4.30) from the frame (2) extracting the screws
(3), the washers (4) and the nuts (5). When dismounting them, also the support (6) for the
lateral damper can be removed.
Then proceed with dismounting the frame (2) from the bogie frame (7), extracting the
screws (8), the washers (9), the discs (10) and the nuts (11).
1. Bump stop and adjusting shims

2. Support frame
3. Screw
4. Washer
5. Nut
6. Lateral damper support
7. Bogie frame
8. Screw
9. Washer
10. Disc
11. Nut
FIG.4.30 REMOVING BUMP STOPS FROM THE BOGIE FRAME

4.3.2.3 Dismounting the Traction Centre

In order to dismount the traction centre (FIG. 4.31), disconnect the rods (1) from the
bogie frame (2), extracting the screws (3), the washers (4) and the nuts (5). Then separate
the rods (1) from the traction lever (6) extracting the screws (7), the washers (8) and the
nuts (9). Then extract the bush (10) from the traction lever (6) using a press.
1. Rod
2. Bogie frame
3. Screw
4. Washer
5. Nut
6. Traction lever
7. Screw
8. Washer
9. Nut
10. Bush
FIG. 4.31 DISMOUNTING THE TRACTION CENTRE

4.3.2.4 Dismounting Corner Rolls

Remove the two rolls (1 - FIG. 4.32) at the outer corners of the bogie frame: extract the
split pin (4) and remove the washer (3) and the pin (2).
1. Roll
2. Pin
3. Washer
4. Split pin
FIG. 4.32 REMOVAL OF CORNER ROLLS

4.3.2.5 Dismounting the Pneumatic Equipment

The pneumatic equipment (see FIG. 4.33) of the brakes can be dismounted into its
simple components and completely removed from the bogie.
WARNING: BEFORE PROCEEDING BE SURE THAT NO PNEUMATIC FEED
IS CONNECTED TO THE SYSTEM AND THAT NO PRESSURE IS INSIDE.
The complete equipment is made of several pipes (1) and hoses (8) connected together
by various types of records (2). The pipes are kept into position on the bogie frame (3)
by means of brackets (4) fixed to the frame by screws (5), washers (6) and nuts (7).

1. Pipe
2. Raccord
3. Bogie frame
4. Bracket
FIG. 4.33 PNEUMATIC EQUIPMENT REMOVAL

5. Screw
6. Washer
7. Nut
8. Hose

4.3.2.6 Hand Brake Cables Removal (only for bogie1267334)

In order to remove the two hand brake cables (1 - FIG. 4.34 - only bogie 1267334), begin
disconnecting them from the bogie frame supports (2).
Loosen the nut at the fork head (5), loosen the nut (3) and separate the cable end from the
frame support.
1. Cable
2. Bogie frame support
3. Nut
4. Bellow
5. Fork head
FIG. 4.34 HAND BRAKE CABLES REMOVAL 1/3

Then disconnect the other ends of the cables (1 - FIG. 4.35) from the brake cylinders (2):
unscrew the screws (8) from both supports; rotate the locknut (3) and then the ball joint
(4) until it touches the locknut (3) again. Unscrew the nut (5) and unlink the cable from
both fork links (6) and (7).
1. Cable
2. Brake cylinder support
3. Locknut
4. Ball joint
5. Nut
6. Fork link
7. Fork link
8. Screw

Finally, remove the brackets (1 - FIG. 4-36) which link the cables together and to the
frame supports (5) extracting the screws (2, 8), the washers (3) and the nuts (4).
1. Bracket
2. Screw
3. Washer
4. Nut
5. Frame support
6. Bogie frame
7. Band
8. Screw

4.3.2.7 Removing Axle-Bearing Equipments

In order to remove the different equipments mounted on the axle-bearings (see FIG.4-
37), first disconnect the earth cable (5) of the current return unit from the bogie frame.
1. Axle-bearing with current return device (type A)

2. Axle bearing with no sensor (type B)
3. Axle- bearing with phonic cogwheel of antiskid
sensor WSP (type C)
4. Axle- bearing with phonic cogwheel of antiskid
sensor WSP (type D)
5. Earth cable
FIG. 4.37 AXLE- BEARINGS EQUIPMENT LOCATION

Extract the screws (1 - FIG. 4-38) and the washers (2) and remove the different covers
(3). Remove the phonic cogwheels (4) (Type 'C' and 'D' only) extracting the screws (5)
and the washers (7). Remove the disc (7) holding the slip assembly of the current return
device extracting the screws (8).
1. Screw
2. Washer
3. Cover
4. Phonic cogwheel
5. Screw
6. Washer
7. Disc holding the slip assembly
8. Screw
FIG. 4.38 REMOVING AXLE-BEARING EQUIPMENTS

4.3.2.8 Separation of the Wheel Sets from the Bogie

The first step for separation of the wheel sets from the bogie frame is the removal of the
four vertical dampers (1 - FIG. 4-39) of the primary suspensions. In order to do so,
loosen the nuts (2) and (3) at both damper ends and remove it.
1. Vertical damper
2. Nut
3. Nut
FIG. 4.39 REMOVAL OF VERTICAL DAMPERS

Then proceed with removal of the lower part (1 - FIG. 4-40) of the control arms (2),
extracting the screws (3), the washers (4) and the nuts (5). proceed with all the four
control arms.

2. Control arm
3. Screw
4. Washer
5. Nut
FIG. 4.40 REMOVAL OF LOWER PART OF CONTROL ARMS

It is then possible to proceed with lifting the bogie frame (see FIG. 4-41). Before doing
so, however, make sure that both wheel sets are secured with wooden blocks (4) from
both sides. Be sure that the brake levers are in OPEN position: if not, turn the nut on the
brake cylinder using a wrench. Then hook the crane equipment (1) to the frame (2) and
then lift it with care. The two wheel sets (3) remain on the floor and can be rolled away.
1. Crane equipment
2. Bogie frame
3. Wheel set
4. Wooden block
FIG. 4.41 LIFTING THE BOGIE FRAME

4.3.2.9 Removal of Brake Units

Remove the four brake units (FIG. 4-42) extracting the pin, washer and split pin (1), the
screws (2), the washers (3) and the nuts (4). Pay attention not to let the units fall down.
1. Pin washer and split pin

2. Screw
3. Washer
4. Nut
FIG. 4.42 BRAKE GROUPS REMOVAL

4.3.2.10 Removing Ground Cables of the Primary Suspension

Remove the ground cables (1 - FIG. 4-43) from the primary suspension (2) extracting the
screw (3) and washer (4) which fix the bracket (5) to the control arm and the nuts (6) and
washer (7) which fix the resistance (8) to the bogie frame (9).
It is then possible to completely separate the bracket (5) from the cable (1) exctracting
the screw (10) with the washer (11) and the nut (12), and also the resistance (8)
extracting the screw (13) and the washer (14).
1. Ground cable
2. Control arm
3. Screw
4. Washer
5. Bracket
6. Nut
7. Washer
8. Resistance
9. Bogie frame
10. Screw
11. Washer
12. Nut
FIG. 4.43 REMOVING THE GROUND CABLES 13. Screw
14. Washer

4.3.2.11Bogie Rotation from Normal Position to Reversed

In order to accomplish the removal of the primary suspension, it is necessary to rotate the
bogie from the normal position to the reversed one (see FIG. 4-44). This operation is
necessary in order to operate the dismounting under safe working conditions.
A- Tie a suitable lifting strip (3) on one side of the bogie frame (1) rested on supports (2)
B- Prepare supports (4) under the frame aside to supports (2). Lift the frame on one side.
C- Complete rotation of the frame and let it rest in reversed position on supports (4)
WARNING: PAY ATTENTION WHEN LIFTING THE BOGIE FRAME.
UNNECESSARY PEOPLE MUST STAY OUT OF THE LIFTING AREA
1. Bogie frame
2. Starting supports
3. Lifting strip
4. Reversed frame supports
FIG. 4.44 BOGIE ROTATION

4.3.2.12Dismounting the Primary Suspension

In order to dismount the primary suspension it is necessary to put it under press (1, Fig.
4-45). Before pressing put wooden blocks (2) between the press (1) and the bogie, to
avoid damaging the control arm and the frame.
1. Vertical press 12.613.0404

2. Wooden block
FIG. 4.45 PRIMARY SUSPENSION UNDER PRESS

After pressing the spring pack, remove the safety pin (2, FIG. 4-46) extracting the split
pin (3) and the washer (4). Separate the control arm (1) from the bogie removing the
fixing blocks (5), the plates (7), the washers (8) and the threaded pins (9) by unscrewing
the screws (6). Release carefully the pressure until it is possible to remove the external
(10) and internal (11) springs, and the upper centring discs (12). Remove the lower
centring disc (17), and then unscrew the bump stop (13) removing the nut (14), the
washer (15) and the disc (16).
1. Control arm
2. Safety pin
3. Split pin
4. Washer
5. Block
6. Screw
7. Plate
8. Washer
9. Threaded pin
10. Outer spring
11. Inner spring
12. Centering disc
13. Bump stop
14. Nut
15. Washer
16. Disc
17. Centering disc
18. Rubber pad
FIG. 3.46 DISMOUNTING THE PRIMARY SUSPENSION

4.3.2.12.1 WEAR LIMIT ON CONTROL ARM OF LHB TYPE COACHES:
Action: To standardize the inspection criteria and set rejection /allowed dimensions
for the inspection of the Control Arm bracket.
Reason: Most of the Control Arm is found worn out in service, as per the standard
dimensions mentioned in drawing.
The system shall be followed for inspection as under:
1) During IOH / POH control Arm should be examined for excessive wear,
irregular wear and corrosion.
2) After removal of corrosion, the bearing surface should be examined. If the
control arm bearing surface reach a diameter of 230.5 mm (i.e. wear out by
more than 0.5mm), whether locally or on the complete surface, the control
arm should be considered worn out and rejected.
3) In case the diameter is between 230.5 and 230.312, the control arm may be
re-machined by providing a cut of 0.3 – 0.5 mm on the face of control arm.
This machining operation should not be carried more than once.
4) In case the diameter is less than 230.312 mm, the control arm may be re-used
without re-machining.
5) These limits shall be reviewed after gaining sufficient experienced during
next 2-3 years.
The control arm should be coated with " BLASOL 135 " solution (Equivalent to Cortec VCI-368
& Molytec EP) during POH/IOH, whether new or reused control arm is used, to prevent wear
and corrosion. Drying to touch time is given as 0.5 to 3 hours.

4.3.3 Dismounting other Assemblies

4.3.3.1 Removing the Axle-Bearings from the Wheel Set
The first operation to perform is the removal of the safety discs (1 - FIG. 4-47) from all
the bearings. Unscrew and extract the screws (3) which fix the safety plate (2). Remove
the safety plate (2) and finally the disc (1).
After this operation, it is possible to remove the bearings.
1. Safety disc
2. Safety plate
3. Screw
FIG. 3.47 REMOVE THE DISCS FIXING THE BEARINGS

In order to remove an axle bearing from the wheel set it is necessary to use the following
tools:
• Guide bush tool nr. 12.695.0176
• Press tool nr. 12.613.0399
• Lock rod with profiled element tool nr. 12.695.0401
Screw the guide bush (1 - FIG. 4-48), insert the shaft without the lock nut by the press
piston (2). Move upward and position the press (3). Insert the shaft into the guide bush
(1). Lay the lock rod with the coupling element (4), start the pump motor, operate the
control lever and move the bearing by pressure.
1. Guide bush
2. Press piston
3. Press
4. Coupling element
FIG. 3.48 AXLE BEARING REMOVAL

4.3.3.2 Dismounting the Anti-Roll Bar

Separate the anti-roll bar links (1- FIG. 4-49) from the anti-roll bar (2) extracting the
screws (3), the washers (4) and the nuts (5).
Then separate the brackets (6) extracting the screw (7) and the washer (8).
Remove the sealing ring (9), the spacer (10), the bearing (11) and the bush (12).
1. Anti-roll bar link

2. Anti-roll bar
3. Screw
4. Washer
5. Nut
6. Bracket
7. Screw
8. Washer
9. Distance holder
10. Sealing ring
11. Bearing
12. Bush
FIG. 3.49 DISMOUNTING THE ANTI-ROLL BAR

4.3.3.3 Extraction of the Rubber Joints

The rubber joints (1 - FIG. 4-50) from the anti-roll bar links (2), from the control arm
(3), from the traction rods (5) can be extracted using a press (4). At the same way it is
possible to extract the bush (6) from the traction lever (7).
Use below listed special tools for removal of different components:
 Control arm joint removal tool 12.613.0402
 Anti-roll bar joint removal tool 12.695.0177
 Traction centre bush removal tool 12.695.0178
1. Rubber joint
3. Control arm
4. Press
5. Traction rod
6. Bush
7. Traction lever
FIG. 3.50 EXTRACTION OF THE RUBBER JOINTS

4.4 Wheel and Axle Assembly

4.4.1 Maintenance Procedure in the Workshop
i) Pre-inspection of wheels in the workshop
During pre-inspection of incoming wheels, the wheel-set is inspected for assessing the
condition of the components. Following measurements are carried out on all the wheels,
received in shop for repairs.
a) Measurement of a wheel gauge (distance between two wheels flanges on the
same axle)
The distance between two wheel flanges on the same axle should be 1600 mm+ 2/-1
mm. This measurement should be taken at three locations apart with the help of an
adjustable pi gauge. If wheel gauge is not within permissible limits, then the wheel disc
(s) have to be pressed off and then pressed on.
b) Measurement of Wheel Diameter (Tread Diameter)
The wheel diameter is measured with the help of a trammel gauge with a least count of
0.5 mm. on both sides. However, a gauge with a least count of 0.1 mm. is
recommended as the measurement of a diameter would be more accurate with this gauge.
The difference in tread diameter of the two wheels on the same axle should not exceed
0.5 mm after tyre turning. There is no 'In service' limit for this variation and rejection
shall be decided by tyre defect gauge
During last shop issue the wheel is to be turned to RDSO SK-91146. The profile is to be
turned 1 mm above the condemning limit groove.
c) Inspection of wheel disc as per CMI-K003
The wheel should be inspected for rejectable defects in accordance with RDSO’s
instructions CMI-K003
d) Inspection of Wheel Flanges
The flanges on both sides of a wheel set are checked with the help of a profile gauge to
measure the height and thickness of flanges. Accurate measurement of flange height and
flange thickness is not possible with the profile gauge. It is, therefore, recommended to
use a wheel profile gauge with which accurate measurement of flange height and flange
thickness to the extent of 0.1 mm can be made.
After recording the diameters of wheels and wheel flange measurements, the wheel set is
nominated for necessary repairs.
e) Inspection of axle
Axle journals should be thoroughly cleaned for inspection to detect flaws, pitting,
ovality, taper, ridges etc. Each axle should be ultrasonically tested for detecting internal
flaws and defects as per the code of procedure issued by RDSO. Axles found flawed,
pitted or with under size journals should be replaced.
4.4.2 EXAMINATION AND REPAIR PRACTICE IN CARRIAGE MAINTENANCE DEPOT

Depot maintenance staff should ensure the following things in respect of proper
functioning and safety of rolling gear:
a) Wheel and axle
Wheel profile should be checked with Tyre defect gauge to ensure the profile dimensions
are within the permissible limits. Coaches with wheels having thickness and profile worn

below condemning limit should not be allowed to continue in service and the coach
should be marked sick for change of wheels in the sick lines.
i) Limits for flat tyres
The limits for permissible maximum flat surfaces on tread for BG ICF coaches is 50
mm (reference Rly. Bd.'s Letter no. 83/M (N)/960/1/Vol I dated 15/18.3.99)
ii) Guidelines for wheel inspection in open line depots (Ref RDSO CMI-K003)
In addition to normal checks exercised on wheel condition during primary/secondary
maintenance of coaches, a detailed inspection of wheels should be done when the
coaches are received in sickline for attention for either schedules or out of course
attention. The wheels sets shall be inspected for the following conditions and action
taken as indicated for each condition:
1. Shattered Rim – a wheel with a fracture on the
tread or flange must be withdrawn from service.
This does not include wheels with localized pitting
or flaking without presence of any rejectable
condition.
2. Spread Rim- If the rim widens out for a short

distance on the front face, an internal defect may
be present. Spreading of the rim is usually
accompanied by a flattening of the tread, which
may or may not have cracks or shelling on the
tread. Such wheels must be withdrawn from
service.
This condition should not be confused with a uniform curling over of the outer
edge of the rim around the entire wheel, which is called rim flow. Rim flow is not
a defect.
3. Shelled Tread - Shelling can be identified by pieces of

metal breaking out of the tread surface in several places
more or less continuously around the rim. Shelling takes
place when small pieces of metal break out between the
fine thermal checks. These are generally associated with
small skid marks or “chain sliding.”. Such wheels should be
withdrawn from service and sent to workshops for
reprofiling.
Railways are facing the problem of wheel shelling on LHB coaches. A shelled
wheel requires re-profiling to ensure that unsafe situations do not arise. For this
purpose, following shelling limits need to be followed.
1. Depth of shelling marks has reached to 1.5 mm.
2. Length of shelling marks has reached to 40 mm.
3. Depth of hollow tyre reached to 3 mm. This limit of 3 mm is kept to study the
effect of wheel shelling and service life of wheels. The rejectable limit of
hollow tyre will continue as more than 5 mm as specified in IRCA part IV.
The turning of LHB wheels as per the above guidelines will increase the
frequency of wheel turning but loss of diameter in turning will be less. So over all

wheel life will increase. It is seen during the study that the average diameter
reduction during the tyre turning at present is 11mm where as per new guidelines;
diameter reduction is expected to be 6-7 mm only.
Railways should maintain the kilometer earning and diameter reduction during
turning as per the above yard sticks to assess the enhanced wheel life Railways
are requested to immediately implement the above instructions.
4. Thermal Cracks – Thermal cracks appear on a
wheel tread due to intense heating of the wheel
arising out of severe brake binding. Such cracks
occur on the tread and generally progress across
the tread in a transverse & radial direction.
Whenever such a crack becomes visible on the
outer face of the rim or tread crack has reached
the outer edge (non-gauge face) of the rim, the wheel should be withdrawn from
service. If a crack becomes visible on the outer flange face, the wheel should be
withdrawn from service. Such wheels should be sent to workshop for examination
and subsequent rejection.
Wheels involved in service brake binding should be examined carefully during

the maintenance to rule out the possibility of rejectable thermal cracks. Such
wheels may be identified by presence of flats (even within acceptable limits) and
severe discoloration or blue black heating marks on the tread.
5. Heat checks – Thermal cracks are deeper and need
to be distinguished from fine superficial cracks
visible on the tread on or adjacent to the braking
surface. These are called heat checks, which are
usually denser than the thermal cracks. Heat checks
are caused on the tread due to heating and cooling
cycles undergone by the wheel during normal
braking. Such wheels do not need to be withdrawn
but should be carefully distinguished from the rejectable thermal cracks.
Note: All wheel sets withdrawn from service for any of the conditions mentioned
above must be sent to the associated workshops for detailed investigations and
further disposal.
i. The date and station code of the maintenance depot where the wheels are
changed should be stenciled on the end panels. An entry should also be made
in the maintenance card of the coach.
ii. The defective wheel should be sent to workshop for repairs after entering in
the maintenance card details of the work order and date of dispatch to
workshop.
iii. No repairs, except wheel profiling of wheel sets is permitted to be done in the
maintenance depot.
iv.
b) Cartridge Bearing Unit
A coach should invariably be detached from service for the following defects
i) Hot bearing unit

ii) Damaged bearing unit

iii) Loose cap screws and locking plate
iv) Seized bearing unit
v) Coach involved in accident, derailment, fire, flood etc.
Care should be taken not to keep a coach fitted with cartridge taper bearing unit
stationary for a long time. Coaches grounded for a long time should be shunted up and
down at regular intervals.
4.4.3 Wheel Balancing

For train services running at speed ≥160 Kmph, the wheel sets should be balanced. RCF
has issued spec. no. MDTS-168 (Technical specification for Dynamic balancing of wheel
sets for FIAT Bogies), which may be referred for procedure/requirements of wheel-
balancing.
Recommendations for firms for Examination:
i. Firms should carry out detailed examination of bearing opened for refurbishment
and analyze the cause of rejection so that weak areas can be properly identified.
Component rejection due to casting an pitting corrosion is very high.
ii. Firms should regularly analyze the components rejection data for improvement in
bearings and suggest remedial measures to always for improvement in maintenance
practice of the workshops.
iii. Packing of refurbished bearings need improvement the bearing should be properly
packed in polytene packing and card board and transported in wooden box.
iv. M/s SKF should submit their CAP of bearing refurbishment to RDSO.
v. M/s SKF should carry out phosphating of outer cup of bearing and take rust
preventive measure after cleaning.
vi. Firms should develop Go –No-Go gauge for checking of control arm.
Recommendation for Workshops and Maintenance Depots Examination:
i. Coaches should be taken while examining the phonic wheel assembly during
maintenance in open line. Proper tightening of the fasteners should be ensured so
that bearing failure due to damage of phonic wheel can be avoided
ii. M8 bolt presently used for tightening of phonic wheel get sheared after some time
of service. The quality of M8 bolt should be improved so that it could not shear in
services. It is suggested that the material of M8 bolt should be steel to IS 1367 part
-3 properly class 10.9. RCF and Railways should include this in the scope of supply
of WSP suppliers.
iii. The control arm should be stocked in pair and its dimensions should be mentioned
as per maintenance manual.
iv. Drain holes of control arm should be cleaned before fitment of control arm
v. The fastener for mounting earthing device, only Hex head screw ISO 4017-M
8x25, IS 1364(Pt-2) 2002 10.9 CE (Item No. 12 of drawing No. LW 71231 ate e) to
be used. Railways should ensure that earthing device is properly maintained.

4.4.4 Instructions for Stepwise Fitting of Phonic Wheel to Security Disc

1 1A
1. Matching security disc & phonic wheel with the help of template guiding dowels.
2 3
2. Cleaning of threaded holes for Burrs/Dust etc.

3. Mount security disc and locking plate with the help Hex Head bolt M 20x60 to
torque of 200 Nm with the help of calibrated torque wrench.
4 5
4 Bend the ribs of locking plate with the help of hammer. Mark these bolts with
permanent marker for easy identification for their loosening, if occurs later on.
5. Mount the matching phonic wheel with the help of two locating bolts. Hammer
slowly with wooden/rubber mallet to seat it properly on security disc.

6 7
6. Apply thread sealant (LOCTITE 572/RITE LOKPS 65 of 3M/DARBOND

2572/MYTLOK 172R) on hex head bolt M8x35 and loosely tighten it into 3rd
hole.
7. Remove one locating bolt and provide 2nd hex head bolt M8x35 in its location.
Similarly provide the 3rd M8x35/22 hex head bolt M8x35 after removal of
another locating bolt. Use M8x35 hex head bolts of Grade 8.8 (Revised by RDSO
to 10.9) of reputed make E.G TVS, LPS, Unbrako only.
8 9
8. Finally tighten all the three bolts simultaneously with the specified torque of 21
Nm.
9. Mark these bolts with permanent marker for easy identification for their
loosening, if occurs later on.

4.5 The Cartridge Bearing Unit

4.5.1 Introduction
The cartridge bearing is a self contained, preassembled, pre adjusted, pre lubricated,
enclosed tapered roller bearing unit, and is applied to and removed from the axle without
exposing the bearing elements, or lubricant to contamination or damage.
The preassembled cartridge bearing reduces the number of separate parts to be applied to
the axle assembly to a minimum.
See FIG. 4-54 for sectional view identifying the component parts of the bearing
assembly.
FIG. 3-54 BEARING UNIT SECTIONAL VIEW

REF DESCRIPTION QTY PART NO DRG.NO. WEIGHT (Kg)*
1 CONE ASSEMBLY 2 H127746 6.544
2 DOUBLE CUP 1 -H127715AD C-45087 13.765

3 CONE SPACER 1 H127748XA 0.274
4 PLASTIC PLUG 2 K 145179 A-49710 0.001
5 GREASE 1 GR59 A-47647 0.400
6 HDLtm~ SEAL 2 K151139 E-37856 0.500
7 BACKING SPACER 1 K153064 C-50014 1.393
8 SEALING RING 1 K153063 C-50013 1.864
9 BACKING RING 1 K153065 C-50017 2.455
TOTAL 34.241
* WEIGHT BASED ON NOMINAL COMPONENT DIMENSIONS
LUBRICANT DETAILS: GR59 represents 400 grams of Shell Lube 2760B grease.
4.5.2 Bearing Removal

General Description
Whenever bearing assemblies that have been in service are removed from the axles. the
bearings should be disassembled, cleaned, inspected, and repairs made as necessary in
accordance with the instructions.
The bearing assemblies may be removed with a bearing press, wheel press, or with
portable jacks. Thirty to forty tonnes pressure may be required to break the bearing fit.
Pressure must only be applied to the backing ring to remove the bearing. If bearings are
to be removed along with the wheels, a suitable shoe must be used to make contact
between the wheel hub and backing ring withdrawal face.
When bearings are removed from the axle, a pilot sleeve should be fastened to the end of
the axle or to the press ram to keep the bearing parts together and protect them from
damage. Do not drop the bearing assembly when removing it from the pilot sleeve.
After the bearing assembly is removed from the pilot sleeve, a cardboard insert or a
similar device should be inserted in the bore of the bearing assembly to hold the internal
bearing parts in place.
Removing the Bearing
Note: Special device drives should be removed prior to the removal of the wheel and
axle assembly from the bogie frame.
Thoroughly clean the bores of the housings, remove all rust or corrosion and apply a
heavy coating of grease to the bores.
Bend the tabs of the bolt locking plate away from the heads of the bolts.
Remove the bolts, locking plate, and axle end cap.
Fit the Pilot Sleeve to the axle end.

A withdrawal and pulling ring adapter, which fits behind the backing is used to remove
the bearings when it is desirable to remove the bearings without removing the wheels.
Ensure that the withdrawal plate and pulling ring adapter is of the correct size for the
bearing to be removed. Proper contact with the backing ring and puller alignment are
necessary for efficient bearing removal.
Position the withdrawal plate behind the rear face of the backing ring. To ensure
maximum contact area it may be necessary to hold the plate down in position behind the
backing ring until the initial pressure has been applied.
Extend the ram to remove the bearing from the axle.
Equipment
Bearings may be installed or removed with a bearing press, wheel press, or with portable
jacks, depending on requirements and availability of equipment.
Roller bearing work should be confined to a specific area.
Machines and tools designed for roller bearing installation and removal should be used.
Bearing press or Wheel presses
Where the bearing is applied by a bearing press or wheel press, a pilot sleeve is fastened
to the end of the axle, and a separate assembly sleeve is to be used.
To ensure that bearings are properly seated, bearing presses should be equipped with a
pressure gauge so that the specified pressure can be maintained for a short period,
otherwise bearings may not be properly seated.
Bearing presses or wheel presses should be checked with a load cell to be sure that the
ram pressure, as indicated by the gauge, is correct in the tonnage range and for the piston
travel required for applying cartridge bearings to axles.
When bearing or wheel presses are used for bearing removal, the equipment shown in
FIG. 4-55 should be used.
The withdrawal plate and puller rods required to attach the fixture to the bearing press
should be designed to suit the specific press conditions.
Bearing removal instructions
1. Check the condition of the bearing before removing from the axle. Check for
cracked cups, loose, cocked or damaged seals, loose or missing cap screws and
cracked or broken end caps. If any damage is observed record the same.
NOTE:
1. Bearings must be sufficiently clean to permit adequate inspection of all exterior pats.
2. If any damages are found, check mate bearing & condition of wheels & record the
findings.
3. Always remove bearings in accordance with operating instructions provided by the
manufacturer of bearings. Use tolling specified for the purpose.
4. Protect the bearings removed from the axle from dirt and moisture until they are
sent to the OEMs for inspection and repair.
WARNING:
Proper bearing maintenance and handling practices are critical. Failure to follow
correct installation instruction can result in equipment failure, creating a risk of
serious bodily harm.

FIG. 3-55 BEARING REMOVAL EQUIPMENT

Axles
Before proceeding with the bearing installation, the axles should be checked under
uniform conditions of temperature to make sure that the bearings can be applied without
difficulty and that the axle is to specification.
Axles should be checked on the bearing seat diameters, shoulders and radii with proper
gauges to determine that finished axle dimensions are within prescribed tolerances
shown in FIG. 4-56, to obtain proper fit of the cone assembly, backing ring and backing
spacer.
Micrometers used to measure the bearing seat diameters of axles should be checked for
accuracy with a disc micrometer standard.
Micrometers and disc standards should be of the same temperature as the work. Axle
diameters should not be checked while the axles are heated due to machining.
Axle bearing seat diameters, shoulders, and radii should have a smooth machined and
rolled, or ground finish, and must be free from sharp corners, burrs, nicks, tool marks,
scratches, or corrosion.
Axle bearing seat diameters should be concentric with the wheel seat diameters.
Axle journals should be protected if there is a possibility of damage or deformation
resulting from mis-handling, or uneven pressures being applied to the axle ends.
The bearing seat diameters should be carefully measured with a micrometer after the
wheels have been applied to the axles to determine whether any high spots exist. Any
roller bearing axle found with high spots should be carefully reground for the full
circumference and length of the bearing seats. The refinished axle must be within the
prescribed tolerance limits.
All steel chips, dirt, and grease must be cleaned out of the lathe centres and bolt holes in
the ends of the axle before applying the bearings.
The bolt holes in the ends of the axle should be checked with a bolt circle checking
gauge, and a "go/no go" thread plug gauge.
Axles that have become magnetised must be demagnetized before bearings are applied.

FIG. 3-56 AXLE DIMENSIONS

4.5.3 Checking the Bearings

Checking Bearing Mounted End Play
Check the bearing mounted end play with a dial indicator mounted on a magnetic base.
Place the magnetic base on the axle end and position the indicator stem against the face
of the cup, marking the position on the cup.
With the dial indicator in position, pull hard but steadily on the bearing cup and oscillate
at the same time. Without releasing the pressure, steady the cup so that the indicator stem
contacts the marked spot, and note the reading on the indicator dial. Then push the
bearing cup hard and oscillate as before, turn the cup until the stem of the indicator
contacts the marked spot, and without releasing the pressure take a second reading. The
difference between the two readings is the amount of mounted end play in the bearing.
If bearing end play as indicated by the dial indicator is less than Minimum "MEP at
installation" or more than Maximum "MEP at installation", remove the bearing assembly
from the axle. Minimum and Maximum end play values are shown in the following
table:
Bench End Play (mm) Mounted End Play at installation (mm)
0.58 - 0.64 0.096 - 0.330
The bearing mounted end play may be corrected so as to fall within the specified Iimits
by one of the following methods:
1. Check the bearing seat on the axle for size and condition. If the size or condition of
the axle is not according to specification, correct any undesirable condition found
and reapply the bearing.
If a bearing was applied to an over-sized axle, check the size of the cone bores
before reapplying the bearing.
2. If the size and condition of the axle are satisfactory, but the end play indicated was
less than Minimum apply the bearing to an axle having a bearing seat diameter
nearer the minimum dimensions, but within the specified tolerance.
3. If the size and condition of the axle are satisfactory, but the end play indicated was
more than Maximum apply the bearing to an axle having a bearing seat diameter
nearer the maximum dimension, but within the specified tolerance.
If the bearing mounted end play is still not within the specified limits, remove the
bearing from the axle.
Prior service bearings removed from axles because of improper mounted end play should
be disassembled. The bench end play and the bore of both cone assemblies should be re-
checked. The bearing seat diameter of the axle from which the bearing was removed
should also be checked for size.
Lubricant Contamination
Lubricant containing water is destructive to roller bearings, causing rapid wear. All
possible precautions should be taken to prevent water from entering the bearing
assembly. 1f the equipment has been submerged or operated through water of such a
depth that the water could have entered the bearings, the bearing assemblies must be
removed from the axle, disassembled, cleaned, inspected, and replacements or repairs
made as necessary.

When cleaning the exterior of equipment, the stream of water should not be directed at
the bearing seals. When sandblast or shot blast cleaning of the vehicle, a shield should be
provided to protect both the front and rear of the bearing assemblies from sand or shot.
Tunnel cleaning machines, high pressure sprays, sandblast or shot blast cleaning of roller
bearing equipped axle assemblies is not recommended.
Lubrication
The cartridge bearing is pre lubricated at the factory. No additional lubricant is to be
added after the bearing is applied to the axle.
4.5.4 Service Inspection in shop
General
Bearings should be given a visual inspection at terminals, and when equipment is on
repair track or in the shop for tyre turning or for other reasons. Inspect for overheating,
roughness when bearing is revolved, excessive lubricant leakage, broken, loose, or
missing parts such as axle end caps, loose bolts, loose or defective seals, cracked or
broken cups, end caps and housings.Examine the outside of the bearing for damage or
distortion
Loose or Missing Axle End Bolts
Note: If one axle end bolt is found loose or missing, remove all of the bolts, fit new
locking plates, refit all of the bolts and tighten to the correct torque. Bend all tabs against
the flats of the bolt heads.
Note: If two or more axle end bolts of different pairs are found loose or missing, the
wheel set must be removed from the truck. Remove the end cap, if there is any evidence
that the bearing is not properly seated, or if the end play is more, remove the bearing
from the axle for a complete inspection to determine the cause and possible resulting
damage.
Bearing Running Temperature
( Ref: W.Rly letter no. M 442/19/4 (LHB) dated 18/21.03.2006.)
During enroute/terminating examination, non-contact type infra-red thermometers shall
be used to check the axle box temperature of LHB coaches. The location at which the
temperature is to be checked/felt is indicated in W.Rly Drg. No. C/LHB-002/H. If
abnormal temperature rise in an axle box as compared to other axle boxes is found,
action should be taken as under-
i) Axle box temperature below 65 degree centigrade. No action

ii) Axle box temperature 65 degree centigrade or Information to be given to
above but less than 80 degree centigrade. next halting station through
control for checking the
temperature of the box.
Traveling C&W supervisor
to be informed who will
also check the temperature
by the thermometer
available with him.
iii) Axle box temperature 80 degree centigrade or more Coach should be withdrawn
from service.

Infra- red non contact thermometers being used by divisions should be got caliberated to
ensure correct measurement.
When a bearing is damaged to the extent that the wheel and axle must be removed, the
housing must be sent to the shop along with the wheel and axle assembly to determine
the cause of damage.
Displaced Housings
A housing out of position causes a load concentration on the bearing and if continued in
service for any length of time may result in serious bearing damage.
4.5.5 Shop Practice
Bearing Inspection at Frame or Bogie Disassembly
Frames must not be permitted to strike the roller bearings when removing the frames
from wheel and axle assemblies.
Remove the housings and clean the outside surface of the bearings. Sandblast or shot
blast cleaning of roller bearing equipped axle assemblies is not recommended.
Housings should be cleaned and inspected for excessive wear. Housings worn to the
extent that proper load distribution on the bearing is affected should be repaired or
replaced.
Rotate the bearing assemblies to detect any abnormal condition and visually check the
outside of the bearing assembly for broken, loose, or missing parts.
Check the bearing mounted end play, if the bearing end play is outside the limits
specified, or if any roughness is detected when the bearing is rotated, the bearing
assembly should be removed from the axle. Whenever the bearing assemblies are
removed from the axle, due to excessive end play or roughness, the bearings should be
disassembled, cleaned, inspected, and reassembled in accordance with OEM’s
instructions.
Wheel Turning
It is not necessary to remove the bearing assembly during wheel turning, but the bearing
assembly must be suitably protected to prevent any steel chips from damaging or
entering the bearing. Heavy grease must be used to lubricate the lathe centers.
DO NOT USE WHITE LEAD.

After the wheel turning operation has been completed, clean the end faces and centre
holes and bolt holes of the axle. Reapply the end caps, using new locking plates, and
torque tighten the bolts in accordance with installation instructions.
Electric Welding
Whenever it is necessary to do any electric welding on cars, or wheel and axle
assemblies equipped with bearings, the ground cable must be clamped to or near the part
being welded so that NO CURRENT WILL PASS THROUGH THE BEARINGS.

4.5.6 Bearing Installation
General description
Cartridge bearings must be pressed on the axle. Heat must not be applied to the bearing
cone assemblies to facilitate installation.
The bore of bearing cones that have had previous service should be checked for
acceptability before being pressed on the axle to ensure a suitable interference fit.
Oversize bearing cones should be scrapped.
Coat the bearing seats of the axle with castor oil, heavy mineral oil, or a molybdenum-
disulphide and oil mixture. DO NOT USE WHITE LEAD. Lead compounds may be
detrimental to lubricating greases by acting as an oxidation catalyst.
To minimize the risk of ingress of water through the backing ring contact area with the
axle, apply a sealant to the backing ring/axle interface as shown in FIG. 4-63.
A thin coating of a quick-drying rust preventative must also be applied to the portion of
the axle between the wheel hub and the bearing. The rust preventative used must not
contain lead or other compounds which may be detrimental to lubricating greases.
FIG. 3-63 INSTALLATION REQUIREMENTS
Pressing Bearing Assemblies on Axles

Place the wheel and axle assembly in a wheel press or bearing press, in position to press
the bearing assembly on to the axle. Fit the pilot sleeve onto the end of the axle, using
the screws to hold it in position. Slide the bearing assembly over the pilot as far as it will
go and place the assembly sleeve behind the bearing assembly. See FIG. 4-64. Apply
pressure to the end of the assembly sleeve until the bearing assembly is correctly seated.
To ensure that the bearing is firmly seated against the axle fillet, the pressure indicated
on the gauge during pressing-on should be increased by 50%. This 50% increase should
be applied after the surge of pressure indicates on the gauge that the bearing assembly
has contacted the axle fillet. This seating load pressure should be within the limits shown
in the table below.
Caution should be used when applying the seating load, otherwise damage may be
caused to the backing ring, seal sleeve or backing spacer. On no account should the

momentary seating load applied be any more than the maximum pressure shown in the
following table:
SEATING LOAD (tonnes)

20-25
Rotate the bearing assembly to ensure that it will turn freely at initial application. New
bearing assemblies are pre adjusted at the factory. No adjustment is necessary at
installation. After the press rams have been retracted, roll the wheel and axle assembly
out of the press. Remove the assembly sleeves and bearing pilot sleeves.
Fitting of bearings by means of portable jacks is carried out in accordance with the
operating instructions of the equipment. These jacks can be hand or electrically operated,
pumps and jacks are available commercially to suit production requirements.
The hydraulic ram or jack used should have sufficient travel to install or remove the
bearings in one operation without the use of intermediate blocking.
To fit the second bearing to the opposite end of the wheel set, care must be taken to
ensure that the first bearing fitted is not subjected to further transmitted pressure.
FIG. 3- 64 BEARING INSTALLATION

Applying the Axle End Cap

Apply the axle end cap. Apply the locking plate and hexagon head bolts.
A ratchet wrench or an impact wrench may be used to “run-up" the bolts.
Tighten the bolts with a torque wrench. Recheck each bolt several times until the bolt
does not turn when the specified torque is applied.
Lock the bolts by bending all tabs of the locking plate flat against the sides of the bolt
heads using adjustable rib -joint pliers.
Do not tighten or loosen a bolt after the specified torque has been obtained to position
the bolt head flats relative to the locking plate tabs.
Bearing installation instructions
1. Check Axle journals, fillets and dust guard diameter for any damages before
applying bearings
2. Ensure that the journal diameter & dust guard diameters are within the specified
limits. DO NOT assemble bearings if these diameter are outside the specified
limits.
3. Coat the axle journal with an approved press –fit lubricant prior to applying
bearings DO NOT USE WHITE LEAD MIXTURES. Apply a moderate to heavy
coating of approved anti-rust compound to the axle and dust guard fillets up to the
wheel hub before the bearings are applied.
4. Check the bearing to be mounted for damaged seals or any other visual defects. DO
NOT mount bearings with any defect. Contact OEMs representative immediately.
5. Ensure that the bearings are mounted with appropriate tooling meant for the
purpose.
6. The mounting press should be calibrated and should have the capacity for the
seating tonnage of the bearing.
7. Press the bearings on the axle journal and allow the pressure to build up to the
tonnage specified. (see maintenance manual) in the table after the bearings have
seated against the axle fillet.
NOTE: Be careful during mounting as the backing ring may separate from the bearing.
8. Inspect cap screw threads, cap screws that are damaged, worn or that cannot be
tightened to the required torque must be replaced.
9. Apply the axle end caps and tighten the cap screws with a torque wrench to the
torque specified (see OE specification). RECHECK EACH CAP SCREW
SEVERAL TIMES UNTIL THE CAP SCREWS DO NOT MOVE WHEN THE
SPCIFIED TORQUE IS APPLIED.
NOTE: Ensure that the torque wrench is calibrated. Endcaps that are distorted, damaged
or cracked should be used and must be replaced with new.
10. Lock the cap screws by bending all of the locking plate taps flat against the sides of
the cap screw heads.
NOTE: Do not re-use locking plates.

11. Check the bearing lateral play with a dial indicator mounted on a magnetic base.
Revolve the bearing several times while forcing the bearing cup towards the wheel
hub. Position the dial indicator as shown in the photo. Pull the cup away from the
wheel hub. The bearing lateral should be between 0.099-0.389 mm. If a tapered
roller bearing rotates freely by hand, but indicates less than 0.099 lateral on the dial
indicator, the application is satisfactory for service.
The information is to be used as a guide. It is not intended to replace OEM equipment

manufacturer’s operating instructions or you company procedures.
Bearing Storage
1. Un-mounted / New roller bearings and component parts must be stored in an area
that is clean well protected from moisture/ rain.
2. A Periodic inspection of stored roller bearings should be made. Any undesirable
condition (bearing assemblies subjected to moisture) found should be intimated to
the Company immediately.
3. Roller Bearings, either new or used, that are placed in storage as individual parts or
as bearings assemblies, should be used in the order in which they were stored,
oldest stock first.
4. New roller bearings and component parts should be removed from the shipping
package until they are to be installed on to an axle.
5. When new roller bearing parts are removed from storage it is not necessary to clean
the protective coating the parts that have been retained in their original shipping
package.
6. When bearings that have had previous service are disassembled, cleaned, and
inspected in accordance with the instructions and are to be placed in stock, may be
stored as complete assemblies or as individual parts.
7. When loading or unloading wheel and axle assemblies with bearings applied,
wooden boards should be placed between the bearing cups and the wheel flanges of
adjacent wheel and axle assemblies to protect the bearings from damage.
The first incident report of bearing failure
Railways should send First Incident Report of bearing failure, including mate bearing to
RDSO containing following details ( Ref Annexure 12.9)
a. Wheel condition
b. Torque value of bolts when removed (use method to mark position loosen one by
one and torque back to mark and record)
c. Journal size at 9 points.
d. Bearing pictures of the seal for future
e. Weigh the bearing to confirm grease fill.
f. A grease sample kept. For possible future use.
g. Detailed inspection of cage for cracks and cage date to try and narrow down and
link to failed bearing.
h. Comment of raceway condition and roller end condition this is important to
establish root cause.
i. A picture and comment of adaptor to cup contact pattern to understand load path.
Wherever bearing is sent for refurbishment, it may be ensured that a representative from
the Workshop is available when the bearings are opened.
In order to prevent bearing damage the following may be checked on line and workshop.
Online checks- Bearing damage
a. Monitor bearing temperature and compare with mate bearing on same axle and
bearings on same coach. Any bearing with unusual high temperature should be
suspect.
b. Check for looseness of front covers and also bottom strap of control arm.
c. Check for missing front cover screws and also screws holding top and bottom strap
of control arms.
d. Check for displaced or cracked control arms.
e. Check for heat/burn marks on the control arm/covers.
f. Check for dislodged /open speed sensor cables.
Workshop checks- Bearing damage

a. Wheel size specification: Ensure that the wheel sizes are to the required
specification on the same axle, on the same bogie and coach.
b. Check for wheel flats and shelled wheels.
c. Check for looseness of front covers and also bottom strap of control arm.
d. Check for excessive grease seepage on the bearings.
e. Check for missing phonic wheel screws and/ or endcap screws.
f. Check for looseness of phonic wheel screws and/ endcap screws.
g. Check for damaged seals.
It is also imperative that the failed wheel set should be sent to the workshop for a through
investigation.
For complete details of CTBU/TBUs of LHB Coaches, Please refer to CAMTECH Publication
“Hand Book on Maintenance of Spherical Roller Bearing for ICF Coaches,
CTBUs/TBUs for LHB Coaches & CTRB for Freight Stock In Workshops.

4.6 Bogie Assembly

4.6.1 General Note
Before starting, it is necessary to clean the bogie frame and in particular all the threads
and the seats for the bump stops, the dampers, the rubber elements, etc.
All rough surfaces and screws must be well greased with AUTOL TOP 2000.
• Security plates and split pins can be used only once.
• When dismounting screws and other fixings at revision, replace them with new ones.
4.6.2 Mounting Assemblies
In the following paragraphs it is described how to pre-mount the assemblies that will be
installed on the bogie later.

4.6.2.1 Insertion of the Rubber Joints

Clean the control arm (3 - FIG. 4-65) hole and lubricate with AUTOL 2000. Clean the
rubber joint. Mount the rubber joint using the press (4). After mounting, check
parallelism using the tool nr. 12.841.0502. The differential tolerance is ±0.5 mm. If
necessary perform the required correction. Mount the rubber joints (1) into the anti-roll
bar vertical rods (2) and on the traction rods (5) using the press (4). Mount also the bush
(6) into the traction lever (7) using the same press.
Use below listed special tools for mounting the different components:
Control arm joint mounting tool 12.613.0402
Anti-roll bar joint mounting tool 12.695.0171
Traction centre bush mounting tool 12.695.0174
1. Rubber joint
2. Anti- roll bar link
3. Control arm
4. Press
5. Traction rod
6. Bush
7. Traction lever
FIG. 3-65 INSERTION OF THE RUBBER JOINTS

4.6.2.2 Pre-Mounting the Anti-Roll Bar

Assemble the anti-roll bar as shown in FIG. 4-66 : respect the shown mounting angles
and the tightening torques for nuts and screws. First mount the brackets (6), the bush (12)
and the bearing (11), the distance holders (9) and the sealing rings (10).
Then mount the anti-roll bar links (1).
2. Anti- roll bar
3. Screw M24x100 - Ma= 590 Nm
4. Washer 24
5. Nut M24
6. Anti- roll bar bracket
7. Screw M27x2
8. Washer 27/ 32
9. Distance holder
10. Sealing ring
11. Bearing
12. Bush
FIG. 3-66 ANTI- ROLL BAR ASSEMBLING

4.6.3 Mounting the Axle Bearings on the Wheelset

Remove dirt and anti-rust protective paint.
Check the shaft sides for hit marks or corrosion. Eliminate them using fine rectifying
tools. The bearing seat must be plain, free from lines and notches. In case of magnetised
shaft it is necessary to de-magnetise it.
Measure the shaft side using the tool (1, FIG. 4-67). The concentricity error measured in
three different points must be lower than 0,02 mm. The shaft taper error must be lower
than 0,025 mm. At the shaft end, check that the hole threads are not damaged and are
parallel to the shaft axis. Also check the shaft diameter.
1. Check tool
FIG. 3-67 SHAFT CHECK

Refer to FIG. 4-68. Grease the shaft using ESSO BEACON 2 (1). Screw the guide bush
on the shaft (2) using a torque key SW24. Push the bearing on the guide bushing (3).
Prepare the press in front of the bearing (4). Check that the press is working properly (5).
Put the mounting support (12.695.0112) on the press (6).
• Guide bush tool nr. 12.695.0162

• Press tool nr. 12.613.0399
• Lock rod with profiled element tool nr. 12.695.0400
FIG. 3- 68 BEARING MOUNTING PREPARATION

Refer to FIG. 4-69. Position the press in front of the shaft end (1). Screw the press to the
guide bush on the shaft (2). Push the bearing on the shaft using the press while rotating
the external ring by hand in order to avoid blocking the internal rollers. During the
bearing insertion, the max pressure reached on the shaft must be 50 kN more than the
press working pressure. Check it using a pressure sensor (4). Unscrew the mounting
support from the bearing (5).
FIG. 3-69 BEARING MOUNTING WITH PRESS

Finally, mount the safety disc (1 - FIG. 4-70) on the bearings. Insert the screws (3) which
fix the safety plate (2) and the disc (1) and tighten them.
1. Safety disc
2. Safety plate
3. Screw - Ma= 200 Nm
FIG. 3-70 MOUNTING SAFETY DISCS

4.6.4 Mounting the primary suspension

Before starting, it is necessary to rotate the bogie frame from normal position to
reversed. Proceed with assembling the primary suspension according to FIG. 4-71 : first
mount the centring disc (17), the bump stop (13) and the disc (16) with the nut (14) and
washer (15). Put the centring disc (12) and the pad (18) on top of the springs and insert
the spring pack carefully into the frame seat. Put the control arm under press as shown in
Fig. 4-72 and raise the pressure with care, checking the correct centring of the pack into
its frame seat. Then assemble the spring pack according to the diagram shown in
FIG. 4-73 for a correct positioning of the internal (11) and external (10) springs. Fix the
control arm (1) to the bogie frame mounting the blocks (5). Each time use a new security
plate (7). After tightening the screws (6) to the required torque, bend the edges of the
security plate (7) onto the screws (6) to lock them. Mount the safety pin (2). After
mounting, release pressure carefully until the control arm end bracket engages the pin
(2).
1. Control arm
2. Safety pin
3. Split pin
4. Washer
5. Block
6. Screw M20x
100/46-Ma=170 Nm
7. Security plate
8. Washer 20
9. Threaded pin
10. Outer spring
11. Inner spring
12. Centring disc
13. Bump stop
14. Nut M12 - Ma= 70 Nm
15. Washer 12
16. Disc
17. Centring disc
18. Rubber pad
FIG. 3-71 PRIMARY SUSPENSION ASSEMBLING

1. Vertical press
2. Wooden block
FIG. 3-72 PRESSING THE PRIMARY SUSPENSION

FIG. 4-73 SPRING CORRECT POSITIONING

After mounting the four primary suspensions, put the bogie again in normal position.
WARNING: PAY ATTENTION WHEN LIFTING THE BOGIE FRAME. UNNECESSARY

PEOPLE MUST STAY OUT OF THE LIFTING AREA

4.6.5 Mounting the Ground Cables of the Primary Suspension

Mount the ground cable (1 - FIG. 4-74) between the control arm (2) and the bogie frame
(9). Grease the fixing screws and the cable terminals using AGIP GR, API 5 A2. Fix one
end of the cable to the bracket (5) and the other to the resistance (8), then link both ends
to the control arm (2) by the screw (3) and to the frame (9) by the nut (6).
1. Ground cable
2. Control arm
3. Screw M10x25
4. Washer 10
5. Bracket
6. Nut M10
7. Washer 10
8. Resistance
9. Bogie frame
10. Screw M10x25
11. Washer 10
12. Nut M10
13. Screw M10x16
14. Washer 10
FIG. 3-74 MOUNTING GROUND CABLES

4.6.6 Mounting the Brake Groups

Prepare the brake groups to be mounted on the bogies. Pay attention to mount the correct
brake units on the right bogies (bogie nr. 1267334 has the hand brakes). Positon the
brake units in correspondence of the supports, mount the pin, washer and split pin (1-
FIG. 4-75) and then insert and tighten the screws (2), together with the washers (3) and
the nuts (4). Turn nut (5) until pad levers are fully open.
1. Pin, washer and split pin

2. Screw M16x60- Ma= 170
Nm
3. Washer 16
4. Nut M16
5. Flac-adjuster nut
FIG. 3-75 MOUNTING THE BRAKE GROUPS

4.6.7 Linking the Frame to the Wheel Sets

Before connecting the bogie frame to the wheel sets, perform lubrication of control arm
(Fig. 4-76) using ‘Carebox 0018529’ and ‘Autol Top 2000’ lubricants.
NOTE: Do not mix lubricants nor lubricate where unnecessary.
FIG. 3-76 CONTROL ARM LUBRICATION

Hook the crane equipment (1 - FIG. 4-77) to the bogie frame (2) and lift it with care.
Move the frame over the two wheel sets (3 - already complete with their axle bearings)
and slowly and carefully lower it.
WARNING: TAKE CARE NOT TO DAMAGE THE FRAME, THE

WHEELSETS OR TO ENDANGER THE WORKING PERSONNEL NEARBY.
1. Crane equipment
2. Bogie frame
3. Wheel set
FIG. 3-77 FRAME LOWERING OVER THE WHEELSETS

After lowering the frame over the wheelsets, mount the lower parts of the control arms (1
-FIG. 4-78) to the upper one (2): insert the screws (3), the washers (4) and the nuts (5)
and tighten them.
FIG. 4-78 MOUNTING THE LOWER PART OF THE CONTROL ARMS

2. Control arm
3. 4Screw M16x70/ 38 - Ma= 170 Nm
Chapter Page 102 of 136
4. Washer 16
5. Nut M16
Mount the four vertical dampers (1 - FIG. 4-79) of the primary suspension, tightening the
nuts (2 and 3) at both ends.
1. Vertical damper
2. Nut - Ma= 100 Nm
3. Nut - Ma= 100 Nm
FIG. 3-79 MOUNTING THE VERTICAL DAMPERS

4.6.8 Mounting Assemblies on the Frame

4.6.8.1 Mounting Hand Brake Cables (only on bogie1267334)
Fix the two cables (8 - FIG. 4-80) to the frame supports (5) and together using the
brackets fixed by the screws (2, 9), washers (3) and nuts (4).
1. Bracket
2. Screw M8x35
3. Washer 8
4. Nut M8
5. Frame support
6. Bogie frame
7. Band
8. Cable
9. Screw M8x25
FIG. 3-80 MOUNTING HAND BRAKE CABLES

After fixing the cables (1 - FIG. 4-81) to the frame, connect the cable ends (2) to the
brake cylinders: loosen the nuts (10) and (5) and insert the end (9) into the fork link (6)
and the ball joint (4) into the fork link (7). Tighten the nuts (5) and (10). Rotate the ball
joint (4) until it locks. Grease the ball joint (4) using Blasol 135 and tighten the nut (3).
Insert and tighten the screws (8).
1. Cable
2. Brake cylinder support
3. Locknut
4. Ball joint
5. Nut
6. Fork link
7. Fork link
8. Screw
9. Cable end
10. Nut
FIG. 3-81 CONNECTING THE CABLES TO THE BRAKE CYLINDERS

Put the bellow (4) in position on the support (5). Lock the nut (3).
1. Cable
2. Cable ends
3. Nut
4. Bellow
5. Frame support
FIG. 3-82 CONNECT THE CABLES TO THE FRAME SUPPORTS

4.6.8.2 Mounting Corner Rolls

Mount the two corner rolls (1 - FIG. 4-83) at the outer corners of the bogie frame: insert
the pin (2) and secure it using the washer (3) and the split pin (4)
1. Roll
2. Pin
3. Washer
4. Split pin
FIG. 3-83 MOUNTING CORNER ROLLS

4.6.8.3 Mounting the Pneumatic Equipment

The complete pneumatic equipment for the brakes is made of several pipes (1 - FIG. 4-
84) connected together by various types of raccords (2). The final connections between
the pipes (1) and the brake cylinders are made by flexible hoses (9).
The pipes are kept into position on the bogie frame (3) by means of brackets (4) fixed to
the frame by screws (5 and 8), washers (6) and nuts (7).
For a detail of the raccords, pipes and hoses see the spare parts catalogue.

1. Pipe
2. Raccord
3. Bogie frame
4. Bracket
5. Screw M10x30
6. Washer 10
7. Nut M10
8. Screw M10x12
9. Hose
FIG. 3-84 PNEUMATIC EQUIPMENT MOUNTING

4.6.8.4 Mounting the Traction Centre

In order to mount the traction centre (FIG. 4-85), first assemble the traction lever (6)
with the bush (10) and the rods (1). Then connect the free ends of the rods (1) to the
bogie frame (2) using the screws (3), the washers (4) and the nuts (5).
1. Rod
2. Bogie frame
3. Screw M24x150/ 80 - Ma= 590 Nm
4. Washer 24
5. Nut M24
6. Traction lever
7. Screw M24x200/80 - Ma= 590 Nm
8. Washer 24
9. Nut M24
10. Bush
FIG. 3-85 MOUNTING THE TRACTION CENTRE

4.6.8.5 Mounting the Lateral Bump Stops

First mount the bump stops and the shims (1 - FIG. 4-86) on the support frame (2) using
the screws (3), the washers (4) and the nuts (5). On one side of the frame (2) mount the
supports (6) for the lateral damper. Then mount the support frame on the bogie using the
screws (8), the washers (9), the discs (10) and the nuts (11).
1. Bump stop and adjusting shims

2. Support frame
3. Screw M16x100 - Ma= 170 Nm
4. Washer 16
5. Nut M16
6. Lateral damper support
7. Bogie frame
8. Screw M20x100/ 46 - Ma= 340 Nm
9. Washer 20
10. Disc
11. Nut M20
FIG. 3-86 MOUNTING THE LATERAL BUMP STOPS

4.6.9 Mounting the Axle Bearing Equipments

Assemble the four different types of equipments (Type A, B, C and D) according to the
disposition shown in FIG. 4-87. Tighten the screws at the prescribed torques.
1. Axle bearing with current return

device ( type A)
2. Axle box with no sensor ( type B)
3. Axle bearing with phonic cogwheel
of antiskid sensor WSP ( type C)
4. Axle bearing with phonic cogwheel
of antiskid sensor WSP ( type D)
5. Earth cable
FIG. 3-87 AXLE BEARING EQUIPMENT DISPOSITION

1. Screw M16x45 - Ma= 170 Nm

2. Washer 16
3. Cover
4. Phonic cogwheel
5. Screw M8x35/ 22
6. Washer 8
7. Disc and slip assembly
8. Screw M8x25
FIG. 3-88 AXLE BEARING EQUIPMENT ASSEMBLING

4.6.10 Assembling the Bolster Beam

Proceed with screwing the longitudinal bump stops (1- FIG. 4-89) and the shim (5) on
the bolster beam (2). Mount the three 5 mm metal shims (6) and the 10 mm synthetic one
(8) under the bolster beam (2).
1. Longitudinal stop
2. Bolster beam
3. Screw
4. Washer
5. Shim
6. Shims
7. Screw M8x50, nut M8 and washer 8
8. Wear plate
FIG. 3-89 MOUNTING BUMP STOPS ON THE BOLSTER BEAM

Assemble the spring packs (FIG. 4-90) on the bogie frame: preassemble the rubber
spring (5) with the upper centring disc (1) using the screw (2) and the washer (4).
Preassemble the threaded pin (3) and the lower centring disc (1). Secure both the screw
and the threaded pin (3) using LOCTITE 243. Put the lower MINER pad (9) on the
frame seat and mount over it the lower disc assembly (1+3), the inner (6) and outer
springs (7), the upper disc assembly (1+2+4+5) and, finally, the upper MINER pad (8).
When mounting old springs respect original location and mutual position as marked
during dismounting.
1. Centring disc
2. Screw
3. Threaded pin
4. Washer
5. Rubber spring
6. Inner spring
7. Outer spring
8. MINER pad
9. MINER pad
FIG. 3-90 ASSEMBLING THE SPRING PACK

It is now possible to lift the bolster beam (1 - FIG. 4-91) and to position it over the spring
packs on the bogie frame.
WARNING: PAY ATTENTION WHEN LIFTING THE BOLSTER BEAM IN
ORDER TO AVOID ANY INJURY TO PERSONNEL, ANY PEOPLE NOT
INVOLVED IN THE OPERATION MUST STAY AWAY FROM THE
WORKING AREA. TAKE CARE NOT TO DAMAGE THE BOLSTER BEAM
SURFACE WHEN OPERATING
Link the crane equipment to the bolster beam (1) and begin lifting it with care. Move it
over the bogie frame and then lower it with care, paying attention to correctly insert the
central pin into the traction centre bush.
1. Bolster beam
FIG. 3-91 POSITIONING THE BOLSTER BEAM OVER THE BOGIE FRAME

4.6.11 Pressing the Bolster Beam

The mounting of the safety cables , the connection of the bolster beam to the traction
centre and to the anti-roll bar requires the use of the press 12.613.0376 (1 - FIG. 4-92).
The press is secured to the brake support beam (3) through the hooks (2). On its top the
press has a small compressor which operates two actuators.
Before pressing the bolster beam, put a wooden cube block (135 mm side) under the
actuators. Operate the compressor and press the bolster beam. It is necessary to press
until the rubber spring of the secondary suspension touches the lower disc.
1. Bolster beam press

2. Hook
3. Brake support beam
4. Compressor
FIG. 3-92 PRESSING THE BOLSTER BEAM

4.6.12 Mounting Safety Cables

After pressing the bolster beam, mount the four safety cables (1 - FIG. 4-93) which link
the bolster beam to the bogie frame: insert the pins (3) and the washers (4), then secure
them by the safety pins at both ends.
1. Safety cable
2. Safety pin
3. Pin
4. Washer
FIG. 3-93 MOUNTING SAFETY CABLES

4.6.13 Connect Bolster Beam to Traction Centre

After pressing the bolster beam as described earlier, fix the central pin (1 - FIG. 4-94) to
the traction centre (2) by means of the disc (5), the plate (4) and the screw (3).
1. Bolster beam pin

2. Traction centre
3. Screw M16x70/ 38 - Ma= 170 Nm
4. Plate
5. Disc
FIG. 3-94 CONNECTING BOLSTER BEAM TO TRACTION CENTRE

4.6.14 Mounting the Anti-Roll Bar

The anti-roll bar (1- FIG. 4-95) must be connected to bogie frame supports (3) using the
screws (6) and the washers (8) on the brackets (7). The anti-roll bar links (5) must be
connected to the bolster beam (2) using the screws (4). This operation is performed after
putting the whole bogie under a press in order to simulate the tare load conditions.
1. Anti- roll bar

2. Bolster beam
3. Frame support
4. Screw M24x100 – Ma = 590 Nm
6. Screw M16x160/ 44 - Ma= 170 Nm
7. Anti- roll bar bracket
8. Washer 16
FIG. 3-95 MOUNTING THE ANTI – ROLL BAR

4.6.15 Mounting Vertical and Lateral Dampers

Mount the lateral damper (1 - FIG. 4-96) screwing its ends to the bolster beam (3) and to
the supports (6) on the central frame.
1. Lateral damper
2. Screw M12x55/ 30 - Ma= 70 Nm
3. Bolster beam
4. Washer 12
5. Nut M12
6. Frame supports
FIG. 3-96 MOUNTING LATERAL DAMPER

Mount the vertical dampers (1 - FIG. 4-97), one on each side of the bogie: screw the
upper end to the bolster beam (3) and the lower one to the bogie frame (5).
1. Vertical damper
2. Screw M12x100/ 30 - Ma= 70 Nm
3. Bolster beam
4. Screw M12x70/ 30 - Ma= 70 Nm
5. Bogie frame
6. Washer 12
7. Nut M12
FIG. 3-97 MOUNTING VERTICAL DAMPERS

4.6.16 Brakes Pneumatic System Check

After mounting the bogie, perform a functional test on the braking equipment, using a
manometer in order to check the working pressure: connect air supply to the system and
check the following:
1. Test movement of brake levers under a pressure of 4 bars
2. Test sealing of the pneumatic system: supply air to the brake units of one axle, seal
the plug and check that after 10 minutes pressure drop is not higher than 0,2 bars.

4.6.17 Check Shimming Under the Bolster Beam

Under tare load conditions, check that distance between the shims (1 - FIG.4-98) under
the bolster beam (2) and the bogie frame stops (3) lies within the shown values (95 +0 -5
mm). The shim pack (1) is made by three 5 mm and one 10 mm wear plate (7). The same
check must be performed after mounting the bogie under the car body.
1. Shim pack
2. Bolster beam
3. Bogie frame stop
4. Screw M8x60
5. Washer 8
6. Nut M8
7. Wear plate
FIG. 3-98 BOLSTERS BEAM SHIMS

4.6.18 Bogie Pressing and Testing

In this clause the reference drawings and tables needed for the bogie pressing are found.
Please refer to Alstom documentation for details.

4.6.19 Connecting the Bogies to the Car Body

Before operating the connection between the bogie and the car body, it is necessary to
preassemble the items (3, 4, 8, FIG. 4-99) on the bogie, and items (1, 2, 7) on the car
body.
CAUTION: STRICTLY RESPECT PRESCRIBED TIGHTENING TORQUE FOR
NUT (6)
1. Threaded pin
2. Pin
3. Shims
4. Washer THE CARBODY AND THE BOGIE FOR CONNECTION
FIG. 3-99 PREPARING
Chapter 45. Locknut Page 126 of 136
6. Nut bogie- car body - Ma= 250 Nm
7. Split pin
8. Plate spring
A Lift the car body using four lifters under its sides and roll the bogies
under the car body
B Lower the car body with care, in order to engage the bogies
C Check carbody height over the rail: if necessary, insert an equal number of shims
on both sides of each bogie.
D When the height is correct, proceed to point E.
E Lock the four threaded pins (1) using the nuts (6) and the locknuts (5).
F When the bogies are engaged and fixed remove the lifters.
FIG. 3-100 PUTTING THE BOGIES UNDER THE CAR BODY

After lowering the car body, mount the yaw dampers (1 - FIG. 4-101) connecting them to
the bogie frame (5) and to the car body supports (6).
1. Yaw damper
2. Screw M16x120 - Ma= 170 Nm
3. Washer 16
4. Nut M16
5. Bogie frame support
6. Car body support
FIG. 3-101 MOUNTING YAW DAMPERS

4.6.20 Final Connections

Perform the final connections of the bogie to the car body:
1. Electric cables for the sensors mounted on the axle bearings
2. Cables of the handbrake (bogie 1267334 only). Connect car body cable (1) to bogie
one using pin (2). Secure pin (2) using split pin (3). Lock nuts (4) on bogie frame
support.
3. Pneumatic connections
4. Earthing cables between the bogie and the car body
1. Handbrake cable – car body side

2. Pin
3. Split pin
4. Nut
FIG. 3-102 CONNECTION OF HANDBRAKE CABLES

4.6.21 Table of Lubricants

In the following table are shown some lubricants which are suitable for being used
during the trailer bogie assembling and maintenance on the components listed below:
Group Component Lubricant

Wheel set Axle Molykote Paste G, Credimex AG
Brake disc pressure 6060 Sarnen

mounting Leinol
Rindertalg
Brake disc mounting Molykote M55

Getriebekonzentrat M44
Glycerin
Whole and split Brake disc Molykote 321 R

mounting
Axle bearings ESSO Beacon 2
Primary suspension Control arm support Blasol 135 or ESSO Beacon 2
Bearing seat CAREBOX 0018529 ISVA

Orbassano (Italien)
bearing ESSO Beacon 3 Shell 4589-A
Control arm Tectyl 506 Klüber Blasol 135

Blaser
Secondary suspension MANNESMAN-SACHS- Damper oil K10
damper
Brakes Brake joints Staburags NBU30 PTM Klüber
Flexball Blasol 135 Blaser

4.6.22 Screwed Connections

All the screwed connections used in the bogie design are mounted according to the
principle of ‘tightening torque’. Tightening torques are calculated according to a required
pre-load and other functional parameters. The torque max dispersion lies within ± 10 %.
4.6.22.1Torque Controlled Tightening
‘Torque controlled tightening’ means the use of dynamometric wrenches provided with
an indicator and torque-controlled motors for the tightening. The tool requisites are
defined according to DIN 25202 and include the tightening coefficient α A (preload and
applied torque dispersion) and must comply to B Class screwed connections according to
DIN 25202.
4.6.22.2 Contact Surfaces
In screwed connections subjected to heavy working loads (those having a specified
tightening torque) the contact surfaces A, B, C and D (FIG. 4-103) must be worked out
without varnishing and base coating. Contact areas must be machined in order to be
plain and parallel.
E and F surfaces must comply to ISO 898 rules.
FIG. 4-103 CONTACT SURFACES IN SCREWED CONNECTIONS
4.6.22.3 Securing a Connection with Liquid Glue

In order to secure a screwed connection it is possible to use special glues which
generate a rigid junction (with dismounting possibilities) between the internal and
external threads of a screwed connection.
Before using such glues, it is necessary that both threads of a connection are clean and
un greased.

4.6.22.4 Tightening Torques

In the tables below are listed the tightening torques to be used when mounting screwed
assemblies. Listed torques are the result of a calculation involving the screw preload
Fm, the torque exerted by the threads and the friction coefficients of the threads and of
the screw head.
The resulting stress is equal to 90 % of the limit load yield of the screw.
Torques for Class B screwed assemblies according to DIN 25202.
Screw type Tightening torque Ma Preload at mounting Fm

M 8 2.14 Kg-M 17 900 N
M 10 4.07 Kg-M 28 500 N
M 12 7.13 Kg-M 41 500 N
M 16 17.33 Kg-M 78 000 N
M 20 34.67 Kg-M 126 000 N
M 24 60.163 Kg-M 182 000 N
M 30 119.30 Kg-M 290 000 N
Reduced torques for Class C and D screwed assemblies according to DIN

25202
Screw type Tightening torque Ma Preload at mounting Fm

M8 1.22 Kg-M 10 600 N
M 10 2.44 Kg-M 17 100 N
M 12 4.28 Kg-M 25 100 N
M 16 10.19 Kg-M 46 000 N
M 20 21.41 Kg-M 77 000 N
M 24 36.19Kg-M 109 000 N
M 30 71.38 Kg-M 172 000 N
NOTE: These torques are to be used when no other special torque is stated.

4.6.22.5 Procedure of maintenance of Corrosion of LHB FIAT Bogie Frame:
Procedure for maintenance & prevention from corrosion of LHB design FIAT Bogie
frame is strictly advised to be adopted during Shop Schedule to minimize corrosion.
Reason: RCF has mentioned that, FIAT bogie frames are more susceptible to stone hitting as
it is at a much lower height because of ‘Y’ shape as compared to ICF bogie frame.
Action: FIAT bogie frame should undergo stringent maintenance procedure during Shop
Schedule (IOH/POH) to prevent it from the corrosion.
Procedure to be adopted for FIAT Bogie frame maintenance by workshop is as
under:
1. Cleaning of bogie frame.

2. Washing with suitable detergent as per RCF T S No. 17.617 100 Ver. 02
3. After cleaning and scrapping, check the depth of dent marks. Small pitting holes up to a
maximum depth of 3 mm may be permitted provided these are
a. Staggered and non-continues
b. are not concentrated on the bottom bend portion of the side frame
4. It is recommenced to remove rust by de-scaling by adopting suitable method of grit/shot
blasting or by using rust converter to IS:13515-92 (STD ISI marked product) for removal
of corrosion.
5. It is recommended to use rust remover during maintenance only where grit/shot blasting
is not possible, as Rust remover is not a substitute for grit/shot blasting.
6. Apply high build epoxy primer (RCF PL No. 34550028 – High performance anti
corrosion epoxy coating (two packs) to the RDSO Specification No.
M&C/PCM/123/2006) as per RCF’s Spec. No. MDTS 166.
7. Apply High build epoxy paint (RCF PL No. 33597133 – Epoxy based elastified top coat
(two components) shade RAL 7012) as per RCF’s Spec. No MDTS 166.

4.6.22.6 Maintenance of springs of FIAT bogie of LHB Coaches:
Following instructions should be followed while maintaining springs of FIAT Bogie

of LHB coaches:-
1. Paint removing: - Existing paint should be removed by using sand blasting

technique. Scrap spring by wire brush till facility of sand blasting is not available.
2. Magna flux test:- Magna flux test is essential for the detection of surface cracks
of springs as per the clause 5.3 of FIAT spec. No. 17.248 100 Ver. 05. Till the
testing facility is made available, visual inspection with magnifying glass shell be
done.
3. Surface Protection:- For surface protection alkyd based painting is to be done.

The normal method of alkyd painting should be followed as explained in Para 8
of spec No. 17.248 100 Ver 05. It is given below:-
A). Phosphatizing:- It is to be carried out by using zinc phosphate. Fine crystalline

Coat of 5 to 10 µm should be formed on the surface.
B). Priming:- It is to be carried out by using Synthetic resin metal primer of

following contents:
a. Basis : Alkyd resin, air and oven dried
b. Pigmentation : Zinc phosphate, heavy chips, talcum, tinting pigments
c. Solvent : Aromatic substances
d. Dry layer thickness : Approximate 80 µm
C). Coating Lacquering:- It should be carried out by using Synthetic resin dipping
enamel with following contents:
a. Basis : Alkyd resin, air and oven dried
b. Pigmentation : Lampblack tinting pigments, extender
c. Solvent : Aromatic substances - aliphates
d. Dry layer thickness : Approximate 40 µm
e. Colour : Colour of the coating lacquer is to be stated in the text of
order.
4. Coupling and installation:- Coupling and installation of the springs should be

followed as per the clause no. 3 & 5 of TS Nr. 17.471 101 Ver 01 as explained
below:-
Alignment deviation:
Each spring is provided with following data:
a. Aluminum plastic adhesive band – The positive direction of the alignment
deviation
b. Nonferrous metal band (copper tag) – The length of the spring under test load L1
and the value of alignment deviation (in mm). It should always be at upper
position.

Coupling Instruction for New Springs [Clause No. 3 of TS 17.471.101 ver. 01]:
Pairing of the spring:
a. The difference between the alignment deviations of the two outer springs should
not exceed 4 mm.
b. The difference between the alignment deviations of the two inner springs should
not exceed 8 mm.
c. The outer and inner springs with the greater alignment deviations must be
situated in the same spring assembly i.e. the combination of inner and outer
spring at any side should be of greater deviations.
d. The difference between lengths over test load (L1) of outer springs should not be
more than 2 mm.
e. The difference between lengths over test load (L1) of inner springs should not be
considered.
Coupling Instruction for Serviceable Springs [Clause No. 5 of TS 17.471.101 ver.

01]:
Pairing of the spring:
a. The difference between the alignment deviations of the two outer springs should
not exceed 8 mm.
b. The difference between the alignment deviations of the two inner springs must
not be taken into consideration.
c. The outer and inner springs with the greater alignment deviations must be
situated in the same spring assembly i.e. the combination of inner and outer
spring at any side should be of greater deviations.
d. The difference between the lengths over test load (L1) of outer springs should not
be more than 2 mm.
e. The difference between lengths over test load (L1) of inner springs should not be
considered.
5. Installation of springs:
The Aluminum band of the outer spring should be at outer side and that of the
inner spring should be at inner side.
6. Colour coding of springs:
For identification of springs, paint the middle coil of spring as per the colour
coding chart explained by RCF vide letter No. MD23151 dt 23.11.02

4.6.22.6.1 LOAD TEST CHART FOR SPRINGS OF FIAT BOGIE OF LHB COACH
Height
PL No. No. of Free Wire Outer under Colour
Nomenclature Inner Dia mm
(Drg No) Coils Height Dia Dia Load Code
KGF
PRIMARY OUTER SPRING
AC Two Tier
AC Three Tier
Pantry Car
33503035
AC Ist Class 5.5 324.5 38 257 181+3/-0 2948 264+0/-4 Green
(1267411)
AC Chair
Car(Ist)
AC Chair Car
33500368
Power Car 5.75 337 40 259 179+3/-0 4825 252+0/-4 Yellow
(1277142)
PRIMARY INNER SPRING
AC Two Tier
AC Ist Class
33503047 Pantry Car
7.5 324.5 26 164 112+3/-0 1736 264+0/-4 Green
(1267412) AC Chair
Car(Ist)
AC Chair Car
33500356 AC Three Tier
7.8 337 27 165 111+3/-0 2690 252+0/-4 Yellow
(1277143) Power Car
SECNDARY OUTER SPRING
AC Two Tier
AC Ist Class
33503060 Pantry Car
6.6 707 50 418 318+3/-0 4796 512+0/-5 Green
(1269514) AC Chair
Car(Ist)
AC Chair Car
AC Three Tier
33500400
Power Car 7 702 55 427 317+3/-0 6041 515+0/-5 Yellow
(1268836)
Side-II
33500381 Power Car
7 708 56 429 315+3/-0 7291 512+0/-5 Blue
(1277146) Side-I
SECNDARY INNER SPRING
AC Two Tier
AC Ist Class
AC Three Tier
33503059 280+
Pantry Car 8.3 663 34 212 2575 468+0/-5 Green
(1269513) 0/-2
AC Chair
Car(Ist)
AC Chair Car
33500393 Power Car 280+
8.5 658 37 206 3488 471+0/-5 Yellow
(1268837) Side-II 0/-2
33500370 Power Car 281+
8.7 664 38 205 3947 468+0/-5 Blue
(1277145) Side-I 0/-2
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S.N Description Page

4.5.5 Shop Practice 82

Axle distance 2560 mm

Chapter 4 Page 1 of 136

FIG. 4-1 BOGIE ASSEMBLY

Chapter 4 Page 2 of 136

Table 4.1 BOGIE DIFFERENCES

Primary suspension 1 268 732 1 272 174 1 272 174 LW01001

Secondary suspension 1 268 801 1 268 838 1 277 151 LW05001

Frame assembly LW 03007 LW 03008 LW 03007 LW03007

Handbrake support No Yes - 1 267 No No

Ratio of brake-caliper 1 : 2.17 1 : 2.48 1 : 2.48 1:2.17

Chapter 4 Page 3 of 136

4.1.3 Bogie Frame

FIG. 4-2 BOGIE FRAME

1. Bogie frame longitudinal component

Chapter 4 Page 4 of 136

4.1.4 Primary Suspension

FIG. 4-3 Primary Suspension

Chapter 4 Page 5 of 136

4.1.5 Secondary Suspension

4.1.5.2.2 Construction details:

FIG. 4-3 AIR SPRING ASSEMBLY WITH INTERNAL EMERGENCY

Chapter 4 Page 6 of 136

FIG. 4-4 AIR SPRING ASSEMBLY WITH EXTERNAL EMERGENCY

4.1.5.2.3 Schematic layout of pneumatic suspension control equipments:

A schematic layout of pneumatic suspension control equipments has been provided in

FIG. 4-5 SCHEMATIC LAYOUT OF PNEUMATIC SUSPENSION

Chapter 4 Page 7 of 136

4.1.5.2.4 Modification for fitment of air spring if required:

Bogie Frame & Suspension:

 Provision is made for air inlet to air spring.

Chapter 4 Page 8 of 136

4.1.5.2.5 Inspection & maintenance of air spring:

 Inspect for any water collection in rubber bellow of air spring

4.1.5.2.6 Inspection & maintenance of rectangular platform provided on y- frame:

4.1.5.2.7 Inspection of pipe line:

4.1.5.2.8 Leakage test of air spring:

TYPE OF COACH RCF DRAWING No.

Chapter 4 Page 9 of 136

 Then the coach shall be placed at leveled track.

TYPE OF RCF DRAWING No. TYPE OF COACH

 Secondary suspension arrangement drawing is given as under:

 Primary suspension arrangement drawing is given as under:

4.1.5.2.10 Procedure for adjustment of Installation Lever.

Chapter 4 Page 10 of 136

 Adjust the design height of air spring to 292+0-5 mm by gradually increase or

4.1.5.2.11 Checks for proper fitment of air spring assembly

 Check air spring vertical symmetry

4.1.5.2.12 Problem and their reasons

S.No Nature of Reasons

Chapter 4 Page 11 of 136

4.1.5.2.13 Dismantling of air spring from rectangular platform provided on Y- frame of

 Remove All Body, Bogie connections

Chapter 4 Page 12 of 136

FIG. 4- 4 SECONDARY SUSPENSION UNIT

Chapter 4 Page 13 of 136