(REVISED MAINTENANCE MANUAL FOR WAGONS 2.

0)

CHAPTER - 6

BOGIE
THIS PAGE IS INTENTIONALLY LEFT BLANK
 CHAPTER-6 BOGIE 1

CHAPTER 6

BOGIES AND SUSPENSION

601. CASNUB BOGIE

601A. GENERAL DESCRIPTION

This bogie was first fitted in BOXN wagons and was designated as CASNUB 22W.
This was later modified as CASNUB 22W(M) to take care of high wheel wear reported
on earlier version. Subsequently CASNUB 22NL (Narrow jaw) and CASNUB 22 NLB
(Narrow jaw with fish belly bolster) versions were introduced. The CASNUB 22 HS and
CASNUB 22HS (Mod-I) bogies have been developed for high- speed operation with
maximum permitted speed up to 100 km/h at 20.32t axle load. All CASNUB 22W
bogies were to be converted to CASNUB 22W (Retrofitted) by the maintenance
depots and workshops. The various bogie versions developed thereafter, are as under
and are now used in the following wagons: -

The bogies of type 22W, 22W retrofitted have been phased out considerably hence
details of these have not been included in this manual. For details of this type of
bogies 2001 version of WMM may be referred.

Bogie Axle Load Type of Wagon

BOXN, BOXNM1, BCN, BCNM1,

CASNUB -22 NLB 20.32t & BCNA, BCNAM1, BOBR, BOBRM1,
22.9t BOBRN, BOBRNM1, BRN, BRNA,
BTPN, BTAP, BTPGLN, BOBYN,
BOBSN, BOY, BCCW, BRSTN,
BWTB, BOMN etc. and M1 variant.
CASNUB -22HS 20.32t & BOXNHS, BOXNHSM1, BOXNLWM1,
22.82t BCNHS, BCNHL, BCCW, BCNAHS
BOBRNHS, BRNHS, BRN22.9,
BRHNEHS, BOSTM1, BOBYN22.9,
BOST, BOXNHL BOXNLW, BFNS
etc.and M1 variant of above.
CASNUB -22HS (Mod-I) 20.32t & BOSTHS, BOSTHS M1, BCBFG
22.32t
CASNUB -22HS(Mod-II) 22.32 t BOSTHS M2
CASNUB -22 NLC 25.0 t BOBRNEL, BOYEL, BOXNEL,
BOBSNM1
IRF-108HS 22.82 t BOXNHAM, BOXNHA, BOXNR,
BCCN
LCCF 20(C) 20.32 t BLLA/B, BLCA/B, BLCAM/BLCBM,
22.0 t BCACM, BCACBM
 CHAPTER-6 BOGIE 2

LWLH25 25t BOXNS

The wagon list given above is for reference only and is not exhaustive.
601 B. CONSTRUCTIONAL DETAILS
The bogie comprises of two cast steel frames and a floating bolster. The bolster is
supported on the side frame through two nests of springs. This also provides a friction
damping proportional to load. A fabricated mild steel spring plank connects the side
frames.

FIG. 6.1 BOGIE GENERAL ARRANGEMENT CASNUB 22 NLB

GON MAINTENANCE MANUAL

 CHAPTER-6 BOGIE 3

The salient features of components fitted in different types of CASNUB

bogies are given below.

Sr. Features Description

No
1. Gauge 1676 mm
2. Axle load Modified CASNUB 22HS(Mod-I) -22.32t
CASNUB 22HS(Mod-II) -22.32t
CASNUB 22NLC -25t
IRF 108HS -23.5 t
All other bogies -20.32 t,
However these can be upgraded to CC+8t+2t
with certain changes in the suspension.
3. Wheel diameter 1000 mm (New)
906 mm (Condemn) for all except CASNUB
22NLC 950 mm for CASNUB 22NLC
*RDSO Letter No.MW/WAD/SPEC Dt. 15.06.22
4. Wheel base 2000 mm
5. Type of Axle bearing Cartridge Tapered Roller Bearing Class
“E”/Upgraded Class “E” suitable for narrow jaw/
wide jaw adapter
*RDSO Letter No.MW/WAD/SPEC Dt. 15.06.22
6. Distance between 2260 mm
journal centres
7. Distance between 1474 mm
side bearers
8. Type of side bearers RDSO Approved Constant contact type side
bearers.
9. Type of pivot CASNUB 22W(M), 22NL 22NLB, 22NLM,
22 HS, 22NLC and IRF-108HS -
Spherical Type RDSO Drg. No. WD-85079-S/2
CASNUB 22HS, HS(Mod-I), HS(Mod-II)
Flat Type RDSO Drg. No. WD-97049-S/3
10. Anti-rotation Anti-rotation lugs have been provided between
features bogie bolster and side frame
11. Type of brake beam All bogies except CASNUB 22W (M): Unit type
fabricated brake beam supported and guided in
the brake beam pockets.
CASNUB 22W (M): Unit Type Cast Steel
brake Beam suspended by hangers from side
frame
brackets.
12. Suspension details Long travel helical spring
13. Elastomeric pads On all types of bogies.

The CASNUB bogie assembly consists of the following components:

 CHAPTER-6 BOGIE 4

i. Wheel set with Cartridge Bearing

ii. Axle Box/ adapter, retainer bolt & side frame key assembly
iii. Side frames with friction plates and brake wear plates
iv. Bolster with wear liners
v. Spring plank, fit bolts & rivets
vi. Load bearing springs and snubber springs
vii. Friction shoe wedges
viii. Centre pivot arrangement comprising of Centre pivot top, Centre pivot Bottom,
Centre pivot pin, Centre pivot retainer & locking arrangement
ix. Side Bearers
x. Elastomeric Pad
xi. Bogie Brake Gear
xii. Brake Beam

The details of above components are as under:-

*RDSO Letter No.MW/WAD/SPEC Dt. 15.06.22

a) WHEEL SET WITH CARTRIDGE TAPERED ROLLER BEARING

CASNUB/ LCCF 20 (c) bogies are fitted with Class “E”/ Upgraded Class “E”
Cartridge Tapered Roller Bearings (CTRB) (6”X11”). Maintenance requirement of
Class “E”/ Upgraded Class “E” CTRBs have been issued under “Instruction for
inspection and maintenance of Cartridge Taper Roller Bearing fitted on Cast Steel
Bogies”, Technical Pamphlet No. G-81 of RDSO and for Class “K” CTRBs in G-113.
Bearings that have been serviced during POH have to be permanently and legibly
marked overhauling particulars on the Cup/ Outer ring (on the straight portion in the
centre between the raceways), and backing ring as per details/ drawing shown in
Appendix-IV “A‟ and IV “B” respectively of G-81. Also, POH particulars on grease
seal by laser engraving to be done by overhauling workshop as shown in
Appendix-IV “C‟. However, fordetailed maintenance and inspection of CTRB in open
line, Handbook on Maintenance of CTRB for freight stock issued under CAMTECH
Doc. No.CAMTECH/M/12- 13/Bearing/1.0, December- 2012 may be referred.

Wheel tread/tyre profile used earlier was standard 1 in 20 taper after the root radius.
Currently a worn wheel profile or worn adapted profile has been prescribed to reduce
wheel wear and increase wheel life. The tyre/ treadprofile for new wheel is as per
Drg No. WD-88021. As per requirement, during POH/ROH/ Maintenance of wheel
set/wheel re-profiling, wheels tread should be turned as per intermediate profile
having varying wheel flange thickness selecting the appropriate flange thickness out
of the nine flange thicknesses so that minimum material is removed at the time of
turning. These intermediate profiles have been incorporated to optimise the wheel life.
These are as per Drg. No. WD-89060- S/2.

b) AXLE
Axles must be subjected to ultrasonic test (UST) during ROH/ POH or whenever the
wagons are sent to the shops. The axle found defective during UST shall be
withdrawn from service.

Wheel sets run out from a wagon in any open line establishment for maintenance
 CHAPTER-6 BOGIE 5

other than ROH will not require UST, if they are fitted back under same Wagon.

All other wheel sets must be subjected to UST before re-fitment. Wheel sets whose
axles have under gone ultrasonic testing shall be stamped cold on the wheel hub fillet
as per RDSO drawing No.WD-81089-S/1 (attached at Appendix –IV ‘D’).

Axle end holes should be properly cleaned and lubricated before reuse. Threads
should be checked with standard thread gauge. Reclamation of axles with defective
cap screw holes shall be carried out as per instructions given in RDSO letter
MW/WA/Genl dated 8.5.92.

Welding on axles is not permitted. Any axle showing welding or cutting torch
damage is tobe scrapped.

Some axles on bogies have been reported to have grazing on account of Main pull
rod. This can be reclaimed in case notches/ scratch/ nicks are less than 5 mm as per
instructions issued vide RDSO’s letter No. MW/WA/GENL dated 20.12.91. The
reclamation of the axle, for reasons not indicated in the above quoted letter, is not
permitted.

Whenever axles are renewed, the workshop shall punch the following particulars in
5 mm letters on the axle end: -
i. Serial No.
ii. Workshop code where pressing has been done
iii. Date of pressing
iv. Pressing on pressure in tonnes (Bothends)

After rediscing, the stamping shall be as per RDSO Drg No. WD- 87080/S-1.

c) ADAPTER OF CTRB, RETAINER BOLT & SIDE FRAME KEY ASSEMBLY

CASNUB 22W, CASNUB 22W (M) and LCCF20 (c): -
Wheel sets of these bogies are having Class “E‟/ Upgraded Class “E” Cartridge
Tapered Roller Bearing with Wide Jaw adapter to drg. no. SK 78527. In retrofitted
CASNUB 22W bogies, modified wide jaw adapter to drg no. WD – 85053 – S/1
is used.

All other CASNUB type of bogie except CASNUB 22W, CASNUB 22W (M): –

Wheel sets are provided with Class “E‟/ Upgraded Class “E” (6” X 11”) Cartridge
Tapered Roller Bearing with narrow jaw adapter to drg no. WD-89067-S/9.

LWLH25 Bogie

Wheel sets are provided with Class “K” Cartridge Tapered Roller Bearing with
narrow jaw adapter to drg no. WD-15020-S/3.

The wear limits are given in Table 6.1.

d) SIDE FRAMES WITH FRICTION PLATES

 CHAPTER-6 BOGIE 6

Side frame column has been provided with 10 mm thickness Silico Manganese Steel
wear liners to IS: 3885 Pt.-I Gr. IV welded on the columns. It must be ensured that the
liners permitted in service up to a thickness of 6 mm only.
The new friction plate is to be held tight against the column face during welding which
should be done in down hand position. Start welding at diagonal ends of the plate and
work towards the centre. No paint or grease should be applied on the friction plate.
The side frame should be checked for its wheelbase (distance between centre lines
of the jaw openings) and ensure whether the correct button marking is left on the side
frame. While pairing the side frame for a bogie, it should be ensured that there should
not be any difference between the numbers of buttons on the two-side frames.
The wear limits are given in Table 6.1.
e) BOLSTER WITH WEAR LINERS
Bolster pocket has been provided with 8 mm thick silico manganese Steel liners
welded with pocket slope. The liners may be permitted in service up to a thickness of
3 mm. The welded liners should be chipped off to prepare the surface for welding new
liners. No paint or grease should be applied on the plate.
Some bogie bolsters such as those of CASNUB 22NLB &22HS bogies have been
provided with 5mm thick wear liners on land surfaces & same are to be required to be
replaced after 3mm wear.
The wear limits are given in Table 6.1.
f) SPRING PLANK, FIT BOLTS & RIVETS
Spring plank is a member made of mild steel (flanging quality) to IS: 5986 Fe 360.
It joins two side frames of CASNUB bogie by eight 24 mm dia rivets and four M24 “fit”
bolts to keep bogie frame square.
Spring plank should be examined for defects like loosening of rivets/cracks/bending,
welding failure of spring spigot etc. Whenever, spring plank is renewed, the leading
dimension of the bogie as per Drg no. WD-85054-S/6(22WM), WD-90042-S/1(NL,
NLB, NLM, NLC), WD-92058-
S/7[HS, HS(Mod-I), HS(Mod-II)] must be measured. Special care is to be taken
regarding the use of fit bolts as well as quality of riveting. Fitment of spring plank with
side frames should be done on suitable fixture.
g) LOAD BEARING SPRINGS AND SNUBBER SPRINGS
The bogies are fitted with two groups of long travel helical spring nests. The spring
details are shown in following table-

Type of bogie Drawing number

CASNUB 22 W(M), NL, NLB, NLM,
NLC WD-83069-S/1
CASNUB 22HS WD-92058-S/5
CASNUB 22HS(Mod-I) WD-04017-S/4
CASNUB 22HS(Mod-II) WD-08026-S/3
IRF 108HS WD-98014-S/3
LCCF 20(C) WD-11013-S-01
LWLH25 WD-13012-S/04
 CHAPTER-6 BOGIE 7

DAMPING

The suspension is provided with load proportional friction damping arrangement with
the help of manganese steel cast wedge supported on the snubber springs. The
springs are manufactured out of silico Manganese steel, chrome vanadium, chrome
molybdenum.

The matching of load and snubber springs is important. It is recommended that the
springs should be so grouped that the free height variation in the group is not more
than 3 mm. Mixing of new and old springs should be avoided. The nominal free height
and condemning height are given in Table 6.1.

h) FRICTION SHOE WEDGES

Friction shoe wedges are fitted on snubber springs. Its vertical surface is with side
frame and slope surface is in contact with bolster pocket liners.

A table containing wear limits on vertical surface and slope surface nominal and
recommended is placed at Table 6.1.
i) CENTRE PIVOT ARRANGEMENT
Centre pivot arrangement for various bogies is as follows -

Centre Pivot Arrangement Drawing

No
CASNUB 22W(M),NL,NLB,NLM,NLC, WD-85079-S/2
CASNUB 22 HS bogies
CASNUB 22HS,HS(Mod-I),HS(Mod-II) WD-97049-S/3
IRF 108HS WD-98014-S/4
LCCF 20(C) CONTR-9404-S/8
LWLH25 WD-15013-S/01

Note: In CASNUB 22 HS bogies, either a spherical or flat centre pivot can be fitted
as applicable.

To determine the seat wear, the gauge should be placed in position. If the pivot surface
starts touching the surface marked as „*‟ on the gauge at any point, repair to be made
by welding. The gauge should be moved on the complete worn surface to be
measured. The surface after reclamation shall be the original dimension as per the
respective drawings for proper matching of surfaces with top centre pivot.

The repairs should be carried out if a 7 mm thick shim in CASNUB bogie can be
inserted for the full depth between the worn surface and the gauge at any point on
the vertical wall of the bowl with gauge in position.

During POH/ROH the wear on the vertical side of the bowl, seat of the bowl should be
built up by welding. Preheat the surface to be reclaimed up to a maximum temperature
 CHAPTER-6 BOGIE 8

of 250° Celsius. After welding, it should be allowed to cool slowly by covering the
welded portion with asbestos/sand.
j) SIDE BEARER
CASNUB bogies are fitted with RDSO approved constant contact and PU pad type
side bearers riveted/bolted on bolster.
k) ELASTOMERIC PAD
Elastomeric pads are provided in all versions of CASNUB bogies. The main purpose
of providing elastomeric pad is to reduce wheel flange wear.

Elastomeric pads and metal bonded rubber type constant contact side bearer pads
shall be condemned and replaced by new ones on the following grounds :-

i. If the top of the bottom plates or intermediate plate in case of side bearer
pads show any crack in service.
ii. If any crack of more than 50 mm is developed at any surface of rubber.

iii.If a bond failure giving way more than 40 mm in any direction is developed
in service.

iv. If any sign of crushing of rubber is noticed.

v. When in free condition, the pad has taken a permanent set of the order given in
Table 6.1/ respective drawing.
l) BOGIE BRAKE GEAR
The brake gear mainly consists of Brake Beam (with brake head and brake block
assembly), equalising levers, Push rod, End pull rod, Brake Beam hangers (in
CASNUB 22W(M) bogies). The pins and bushes provided are as per IS :5517-45C8
hardened/tempered and hardness of pins and bushes to be 250-280 BHN. Material
for washer to be IS :2062 Fe410WA. The maximum permissible wear on the pin
diameter and bush inside diameter is limited to 1.5 mm.
In service as the tread diameter of wheel decreases due to wear, pins located in End
Pull Rod with under frame to be relocated. In case of CASNUB 22W(M) bogies it is of
cast steel and Brake head and Block assembly is a separate assembly. This assembly
attached with the circular end of a cast steel Brake beam by means of a pin.

In all other bogies the brake beam is fabricated. Brake beam strut and end piece
casting are of cast steel. Brake head is integral part of “End Piece Casting”.
m) BRAKE BEAM [IN ALL BOGIES EXCEPT CASNUB 22W(M)] AND BRAKE
WEAR PLATES

Bogies are fitted with unit type fabricated brake beams that slide in the guide cavity
provided in the side frame.

Cavities are provided with silico manganese steel liners. The brake heads are integral
part of the brake beam. Brake beam is shown in WD-89033- S/1, however the brake
 CHAPTER-6 BOGIE 9

block to WA/BG-6158 is common for all versions.

CASNUB 22W(M) Bogies

The bogie is fitted with unit type suspended cast steel brake beam. The brake head is
a separate sub assembly which is fixed with brake beam circular end by means of pin
passing through brake beam end and brake shoe adjuster along with spring loaded
brake head. Assembly provides rotational flexibility to brake head. Details are shown
in Drg No. WD-85084-S/1, WD-88012-S/1 & WD-86034-S/1.
n) RECLAMATION OF BRAKE BEAM ON ACCOUNT OF WORN OUT BRAKE
HEADS
Reclamation procedure for different versions of CASNUB bogie brake beams shall be
as follows.

I) CASNUB 22 W(M) Bogie

Brake heads are fitted on brake beam with the help of brake shoe adjuster as shown
in drawing no. WD-88012-S/1. Brake heads are further secured on brake beam-ends
by washer and split pin.

Procedure for replacing worn out brake heads is as under;

i. Remove split pin and washer from brake beam end. Remove pin securing brake
shoe adjuster with brake beam by removing split pin.
ii. Take brake heads out of brake beam along with brake shoe adjuster.
iii. Disengage brake shoe adjuster from brake head by providing bolt after disengaging
split pin, nut cover, spring and adjusting piece.
iv. Assemble new brake head with brake shoe adjuster by using items mentioned in
para (III) as shown in RDSO Drawing No. WD-88012-S/1.
v. Slide new brake head assembled with brake shoe adjuster on brake beam end.
Engage brake shoe adjuster with brake beam by using pin and split pin as shown
in RDSO Drawing No. WD- 88012-S/1.
vi. Further secure brake heads on brake beam end by putting washer and split pin
as shown in RDSO Drawing No WD-85054-S/4.

II) CASNUB 22 NL, 22NLB, 22NLM, 22NLC, 22HS, 22HS (Mod-I) 22HS (Mod-II)
& IRF-108HS Bogies

Brake head is integrally cast with end piece casting, which is welded with structural
steel brake beam channel and Truss flat at ends as shown in RDSO Drawing No WD-
89033-S/1. Depending upon the extent of wear, worn out brake heads can either be
built up by welding or worn out brake heads can be replaced by new brake head.
Replacement of brake head of brake beam should be done on appropriate fixture.

601 C. REPAIRS AND MAINTENANCE IN SICK LINE

CHAPTER-6 BOGIE 10

In order to obtain optimum life from the bogie, it is desirable to maintain the various
clearances within recommended limits. Prescribed clearances are given in para 601 E.

a. Due to wear of the mating components, increase in clearances should be

monitored. Whenever the component reaches the condemning limits, repairs
should be undertaken for either building up the wear on such surfaces or changing
their liner, as the case may be.

b. Due to the wear in bolster/side frame liners and wedge surface, the wedges shall
move upwards. If the holes of bolster pocket wall and wedges starts crossing,
repair shall be under taken. The gauge shall be used for determining the wear.

c. The class of electrode, gauge of electrode, welding current and welding

precautions to be taken while repairing the surfaces by welding.

601 D. REPAIR AND MAINTENANCE DURING ROH & POH

In addition to all the work prescribed at para 601 C above, the following work is also
to be done in ROH/POH: -

a. The bogie should be dismantled during ROH. Dismantling and assembly

procedure is given in para e. The bogie clearances and tolerances should be
checked and rectified, if found necessary.

b. Position the job for down hand welding and carry out the repairs. Ensure that
suitable manipulators are used.

c. After the repairs the repaired surface should be checked with relevant gauge for
correctness. Excess material, if any, should be removed by grinding or machining.

d. During POH of wagon in shops, bogies are to be dismantled and all the wearing
surfaces of bogie shall be brought to “As New” condition.

e. Assembly and disassembly of the bogie

I. DISASSEMBLY

▪ Remove shackle of centre pivot pin.

▪ Disconnect bogie end pull rod from under frame and brake pull rod from
equalizing lever to raise wagon body. Run out the bogie.

▪ Inset assembly pin (12mm dia x 250 mm long) to retain friction shoes.

▪ Raise bolster to touch top of side frame.

▪ Remove outer, inner and snubber springs.

▪ Remove assembly pins and lower wedge blocks to take them out.
CHAPTER-6 BOGIE 11

▪ Lower bolster to rest on the spring plank.

▪ Slide the bolster to one side to take it out.

▪ Take out the S/Frame key from side frame to release the wheel sets, adapter
and elastomeric pad.

▪ Remove the adapter retainer bolt in CASNUB 22W (M) to release the wheel sets
adapter and elastomeric pad.

▪ Take out spring plank from side frame assembly if necessary.

II. ASSEMBLY

After repair/reclamation and gauging of components with respective gauge, assembly

of the bogie shall be done by reversing the procedure of disassembly.

During assembly of the bogie following points should be taken care -

(a) Matching of both load and snubber spring is important. It is recommended that
springs having up to 3 mm free height variation should be assembled in same
group. Mixing of new and old springs should be avoided.
(b) Free height of spring / group and wheel dia for bogie assembly should be so
selected such that combined drop of centre pivot should not be more than 25mm
from that of new bogie. This will help in achieving proper buffer height in loaded
condition. Use of 12mm and 35mm packing are also required to be provided as
per existing instructions.
(c) The centre pivot of the bogie shall be lubricated with about 200g – 300g graphite
flakes to IS:495 at the time of assembly. No other mating surface in the bogie shall
be lubricated.
Important: Inspect all the load and snubber springs for proper seating after wagon
body is on bogies.
For detailed description of each item and its maintenance procedure, refer to
RDSO publication No. G-95 (Latest Revision).

601E. NOMINAL CLEARANCES

The nominal clearances and the tolerances of the bogie assembly are given below.

22HS
HS
22W
22W 22NL NLB, (MOD1), LCCF-
Description 22W
(M) NLM, NLC HS(MOD2), 20(C)
(RETRO)
IRF108HS
LWLH25
Lateral clearance 18 mm 18 18 mm 25 mm 25 mm
between side frame mm
and bolster
CHAPTER-6 BOGIE 12

Lateral clearance 25 mm 25 16 mm 16 mm 25 mm
between side frame mm
and axle box/adopter
Longitudinal clearance 2 mm 10 9 mm 9 mm 10 mm
between side mm
frames and axle
box/adopter
Longitudinal clearance 6 mm 6 mm 6 mm 6 mm 6 mm
between side
frame and bolster
Clearance between anti 4 mm 4 mm 4 mm 4 mm 4 mm
rotation lug and
bolster

TABLE 6.1
WEAR LIMITS FOR BOGIE COMPONENTS

Sr. Wear
Description New or renewed Worn
No. Limit
1. AXLE BOX
Axle Box Crown lugs
(Cylindrical Roller Bearings) 159 mm 167 mm 4 mm
Axle Box Crown seat
(Cylindrical Roller Bearings) 36.5 mm 33 mm 3.5 mm
Axle Box side lugs
(Cylindrical Roller Bearings) 130 mm 136 mm 3 mm
Axle Box sides
(Cylindrical Roller Bearings) 268 mm 262 mm 3 mm
2. ADAPTER
Adapter Crown lugs
(Wide Jaw) 156 mm 164 mm 4 mm
(One Side)
Adapter Crown lugs
(Narrow Jaw) 155.5 mm 163.5 mm 4 mm
(One Side)

Wide Jaw for LCCF20(C) 156+2.75/-0.425 164 mm 4mm

Narrow Jaw for LWLH25 155.5+2/-0 163.5 mm 4mm

Adapter bore seat to crown seat

Wide jaw adapter 48.5 mm 45 mm 3.5mm
Modified wide jaw adapter 25.5 mm 22 mm 3.5mm
Narrow jaw adapter 26.2 mm 22.7 mm 3.5mm

Wide Jaw for LCCF20(C) 48.5+1.05/-0.1 45 mm 3.5 mm

Narrow Jaw for LWLH25 27.4mm 23.9mm 3.5 mm

CHAPTER-6 BOGIE 13

Adapter Side Lugs

Wide Jaw 130 136 3
Narrow Jaw 97 103 3
Wide Jaw LWLH25/LCCF 20 (C) 130+3.35 136 3
Wide Jaw LWLH25/LCCF 20 (C) 96.82+4 102.82 3
Adapter Sides
Wide Jaw Narrow 268 262 3
Jaw 181 175 3
Wide Jaw for LCCF20(C) 268+0.287/-2.8 262 3
Narrow Jaw for LWLH25 194.46+0.8/-2.38 188.46 3

3. Side Frames
Side frame wear friction plate Side 10 6 4
frame column sides 216 206 10
Side frame anti rotation lug 522 528 6
Side frame column sides LWLH25 216±1.5 206 5
Side frame anti rotation lug
LWLH25 522±1 528 3

4. Pedestal Crown Roof

Key Seat to Pedestal Crown Roof 318 323 5
22W(M)
Key Seat to Pedestal Crown 323 328 5
Roof 22NL/ NLB/HS/IRF
108HS
Key Seat to Pedestal Crown Roof
LCCF20(C) 318±3 323 5

LWLH25 349±2 354 5

5. Pedestal Crown Sides and

Sides of the Pedestal
All Bogies – Crown Sides Pedestal 152 144 4
Sides 22W(M) Pedestal Sides 105 101 2
22NL,NLB, HS, 81 77 2
IRF 108HS
LCCF20(C) /LWLH25 152±2 144 4
Pedestal Sides
LCCF20(C) 105+3/-1.5 101 2

LWLH25 81+1.5/-2 77 2
 CHAPTER-6 BOGIE 14

6. Distance between Outer &

Inner Pedestal Jaw of
CASNUB Bogies
22W(M) 278 286 4
Pedestal Jaw (Short) for 190 198 4
22NL/NLB/HS, IRF 108HS
Pedestal Jaw (Long) for 236 244 4
22NL/NLB/HS, IRF 108HS
LCCF20(C) 278+2/-0 286 4
LWLH25
Pedestal jaw (Short) 203.5+2/-1 211.5 4
263.5+3 271.5 4
Pedestal jaw (Long)

*Adapter of CTRB shall not be welded/reclaimed/renewed at

any location Description New Worn
BOLSTER
Wear Limit
Pocket 35°/270 +1° on slope
(LWLH25/LCCF20C) 35° ±1° on slope
Liner 8 mm 3 mm 5 mm
Bolster land surface 444 mm 438 mm 3 mm
(LWLH25/LCCF20C) 444±1.5 438 mm 3 mm
Rotation stop lug 518 mm 512 mm 3 mm
BOLSTER COLUMN GIBS
Outer gib 234/241 mm 244/251 mm 5 mm
+2/-0
(LWLH25/LCCF20C) 241 mm 251 mm
Inner gib 136 mm 146 mm 5 mm
(LWLH25/LCCF20C) 136+3/-0 mm 146 mm
CENTRE PIVOT
Wear limit vertical side - 4 mm
(LWLH25/LCCF20C) 2 mm
SEAT – - 4 mm
(LWLH25/LCCF20C) 2 mm
FRICTION SHOE WEDGE BLOCK

Vertical Surface from

ELASTOMERIC PADS & CONSTANT CONTACT SIDE BEARER
Centre line of spigot 61 mm 54 mm 7 mm
Slope surface by gauge - - 3 mm
Type of pad Free height Condemning free
height
Elastomeric pad 46+1 mm 42 mm
Constant contact side bearer pad
A. Metal bonded Rubber pad 114+3-0 mm 109 mm
B. PU side bearer (Three Rings) 142.5+1.6 mm 137 mm
C. PU side bearer (Two Rings) 134+1.5 mm 128.5 mm

LOAD SPRINGS
 CHAPTER-6 BOGIE 15

Bogie Type SPRINGS Spring free Recommended free

height nominal height condemning
(mm) (mm)
CASNUB 22 W(M), Outer 260 245
NL, NLB, NLM & NLC Inner 262 247
Snubber 294 279
CASNUB 22HS Outer 260 245
Inner 243 228
Snubber 293 278
CASNUB 22HS(Mod-I) Outer 253 238
Inner 225 210
Snubber 304 289
CASNUB 22HS(Mod-II) Outer 253 238
Inner 222 207
Snubber 304 289
Outer 264 249
IRF-108HS Inner 246 231
Snubber 296 281
LWLH25 Outer 264±3 249
Inner 246±3 231
Snubber 281±3 (SO) 266(SO)
289±3 (SI) 274(SI)
LCCF20 (C) Outer 260±2 245
Inner 243+0/-3 228
Snubber 288±3 273

It is recommended that springs having less than 3 mm free height variation should be
assembled in the same group. Mixing of new and old spring must be avoided. The bogie
is fitted with two groups of long helical spring nests. The spring groups per bogie for
various axle load applications are as under:

Type of Bogie Axle Load Number of Springs

Outer Inner Snubber
CASNUB 22 W(M), 20.32t
12 8 4
NL, NLB, NLM
CASNUB 22 W(M), CC+8t+2t
14 10 4
NL, NLB, NLM
CASNUB 22HS 20.32t 14 12 4
CASNUB 22HS CC+6t+2t and
14 14 4
CC+8t+2t
CASNUB 22HS(Mod-I) 20.32t 12 12 4
CASNUB 22HS(Mod-II) 22.32t 12 12 4
CASNUB 22NLC 25t 14 14 4
IRF-108HS 22.82t/23.5t 14 14 4
LWLH25 25t 12 12 8
LCCF20(C) 20.3t 14 12 4
LCCF20(C) 22t 14 14 4
 CHAPTER-6 BOGIE 16

601 F. REFERENCE DRAWING NUMBERS FOR COMPONENTS

Sr.
Components Drawing No./Pamphlet No.
No.
1. General Arrangement of Cartridge RDSO Drg. No. WD-92089-S-01
Tapered Roller Bearing (CTRB) & WD-13042-S-01/G -81 RDSO Drg.
No. WD-21069-S-01/G-113
2. Worn Wheel Profile on wheel tread WD-88021
3. Wheel tread Intermediate Profile WD-89060/S-2
4. Wide jaw adapter for CASNUB 22 RDSO Drg. No. SK-78527
W, CASNUB 22 W(M) & LCCF20
(C) Bogie
5. Modified Wide jaw adapter for Modified wide jaw adapter to RDSO
Retrofitted CASNUB 22 W Drg. No. WD-85053-S/1
6. Narrow jaw adapter for all RDSO Drg. No. WD-89067-S/9
other CASNUB bogie except
CASNUB 22W & CASNUB 22 W(M)
7. CASNUB 22 W(M) wheel set WA/WL-4902/WD-89025-S/1
8. All other CASNUB bogie wheel sets WD-89025-S/1
9. BLC bogie wheel sets LCCF20(c) wheel sets RDSO Drg.
No. CONTR-9404-S/12
LWLH25 wheel sets RDSO Drg. No. 15020-S/1

10. Leading dimension and tolerances WD-85054-S/6(22WM), WD-

90042- S/1(NL,NLB,NLM,NLC),
WD-92058- S/7(HS), WD-04017-
S/7 (HS Mod-I &Mod-II)
11. Load bearing Springs & WD-83069-S/1(All versions
Snubber Springs except 22HS Bogies) WD-
92058-S/5 (22HS ), WD-04017-
S/4(HS Mod-I), WD-08026-
S/3(HS Mod-II) WD-98014-S/4
(IRF-108HS)
12. Springs Silico Manganese steel to IS :
3195 Gr 60 Si7 & Gr 52Cr4Mo2V
and RDSO specification WD-01-
HLS-94 (rev.3)
13. Centre pivot other than CASNUB WD-85079-S/2 & WD-97049-S/3
22W
14. Elastomeric Pads WD-95005-S/1 for all
15. Side Bearers R.D.S.O. Approved CCSB.
16. Brake Block WA/BG-6158
17. CASNUB 22W(M) bogie, brake WD-85084-S/1, WD-88012-S/1,
beam, brake head & block assembly WD-86034-S/1
18. Brake beam [Other than CASNUB WD-89033-S/1
22W(M)]
CHAPTER-6 BOGIE 17

602. FABRICATED BOX BOGIE (UIC BOGIE)

Para has been deleted. If required, Wagon Maintenance Manual ver. 2001
maybe referred.
603. Para has been deleted. If required, Wagon Maintenance Manual ver. 2001
maybe referred.
604 & 605 Para has been deleted. If required, Wagon Maintenance Manual ver.
2001may be referred.
606. WHEEL ASSEMBLY
A. Axle
An axle is a steel shaft on which the wagon/rolling stock wheels are mounted. The
axle holds the wheels to gauge and transmits the load from the journal bearing to the
wheels. Carriage & Wagon axle is made of steel to specification No. IRS-R-16. Its
journal portion is suitably designed to mount a bearing. The axle can be divided into
following portions: -

i. Portion between the wheel seats called axle body

ii. Wheel seat on either side.
iii. Shoulders just after the wheel seat on either side.
iv. Journal just after the shoulder on either side.
The portion of the axle on which the wheel is pressed is known as wheel seat. The
seat is fine finish machined as per drawing requirements. The shoulder portion is also
fine finish machined as per drawing.
Two small axle centres are drilled on end surfaces on the axle. These holes facilitate
turning of the axle on centre lathes, grinding/furnishing of the journals and turning of
the tyre on the wheel lathe.
Axle on which bearings are mounted should have surface finish and ovality as per
drawing. To facilitate the locking of bearing in position, three holes are built and tapped
on each face of the axle.

LIST OF DRGS. FOR AXLE OF DIFFERENT WAGONS

Nominal Wheel
Condemnin
S. Drawing No. Of Axle Seat Dia. In
Type Of Wagons g Wheel
No. Finished Axle Load(T) New Finished
Seat Dia. **
Condition**
1. WD-89025-S-02 22.9 BOXN, BCN, BRN,
BOBR, BTPN, BOY
(Fitted with 213 mm 207 mm
CASNUB22
NLB/HS BOGIES)
CHAPTER-6 BOGIE 18

2. BOXNEL, BOYEL
(Fitted with
WD-89025-S-02 25*
CASNUB22 213 mm 211 mm
NLC Bogies)
3. WD-89025-S-02 22 BLC WAGONS 213 mm 207 mm
4.
BOBY- MARK- II,
SK-69601 22.9 BOZ, BOXN (with 210 mm 207 mm
CYL.BRG.)
5. WD-92064-S-01 22.9 BWT/A, BWL 210 mm 202 mm
6. WD-15020/S-02 25t BOXNS 214 mm 211 mm

*Axle to Drg No. WD-89025-S-02 used in BOXN EL/BOY EL etc wagons having
CASNUB NLC Bogie up to 25t axle load.
** Refer RDSO’s Letter No. MW/WA/GENL dated - 05.03.2003 & MW/25t dated-
27.11.2006 on the subject ‘Condemnation of Axles due to wheel seat dia.’.

B. WHEEL
The specially designed Cast or Forged steel cylindrical element that rolls on
the rail, carries the weight and provides guidance for rail vehicles.
Only solid wheels are in use on air brake freight stock.
List of drgs. for wheels of different wagons is as under;
LIST OF DRGS. FOR WHEELS OF DIFFERENT WAGONS

S.No Drawing No. Axle Type of wagons

Load(t)
1. W/WL-4764 SK-68512 22.9 BOXN, BCN, BRN, BOBR, BTPN, BOY
WD-97037-S-01 OR (FITTED WITH CASNUB BOGIES)
WAP/SK/M 153
2. *CONTR-9404-S/13 20.3/ BLC, BLCS, BOXNS, BFNV etc
OR 22.0/ WAGONS
WAP/W-004 25.0
3. SK-69601 22.9 BOBS MK-II, BOZ
4. W/WL-4771 22.9 BWT/A, BWL
5. WD-89025-S-05 20.3 BOX, BOX MK-1, BOX MK-II, BVZC
CHAPTER-6 BOGIE 19

C. DIAMETERS OF WHEELS USED ON BG STOCK WITH CONDEMNING

LIMITS WORN WHEEL PROFILE

A - TREAD DIA.
B - LIMIT DIA
C - RIM INSIDE DIA
D-. CONDEMING DIA
E- LAST TURNING SIZE DIA

C
B

E
The last shop issue size and the condemning dia of different wheels shall be
as per RDSO Drg.No.WD-88089/S-1 given below;

S. No. Axle (t) Drg. No. Nom. Dimensions

A B C D E
1. 22.9 W/WL-4764*/SK-68512 1000 897 850 906 919
2. 22.9 WAP/SK/M/153 1000 897 - 906 919
* OR
WD-97037-S-01
3. 22.9 SK69601 1000 897 850 906 919
4. 22.9 W/WL-4771 915 804 761 813 826
5. 20.3 W/WL-4750 1000 851 814 860 873
6. 20.3 WD-89025/S-5 1000 851 814 860 873
7. 20.3/22.0 CONTR-9404-S-13 OR 840 771 730 780 793
WAP/W-004

8. 25.0 CONTR-9404-S-13 OR 840 771 730 780 793

WAP/W-004
* Minimum service diameter of wheel disc in 25 T axle load having CASNUB 22 NLC
bogie like BOXNEL, BOYEL etc. is 950 mm. Last shop issue size of such wheels is
963 mm.
CHAPTER-6 BOGIE 20
CHAPTER-6 BOGIE 21

Fig. 6.18 Intermediate Profile (WD-89060/S-2),

Continue…………
CHAPTER-6 BOGIE 22

Fig. 6.18 Intermediate Profile (WD-89060/S-2),

Continue…………
CHAPTER-6 BOGIE 23

Fig. 6.18 Intermediate Profile (WD-89060/S-2)

CHAPTER-6 BOGIE 24

C. RE-AXLING & REDISCING

Defective axles, which cannot be repaired, otherwise, are required to be replaced.

The axles requiring replacement are pressed out of the wheels discs on a Wheel Press
specially designed for this purpose. After machining new axles to the required size,
wheel discs are pressed on it on the press.

After the wheel discs are pressed out, the bore shall be machined to specified finish
as per drawings on a vertical boring machine. The depth of cut should be minimum
possible, just enough to remove the irregularity of the surface and to ensure fine finish
machined surface. The finish size of the bore should be taken and wheel seat of the
axle should be surface finish/roughness machined accordingly to a higher diameter
giving allowance for the required interference fit. The selective assembly of Wheels
and axle will be done so as to obtain an interference between wheel seat and bore of
1 mm per meter (0.001 mm per mm) dia. of wheel seat and to ensure assembly
pressure build-up of 400 to 600 Kg. per mm. dia. of wheel seat. During assembling
process/assembly of wheel and axle shall satisfy Para -2, 3, 5 & 7 of IRS specification
R-19/93 Part I.

While pressing the wheel, care should be exercised to see that the pressing is stopped
at a pre-marked correct location on the inner side of the wheel seat.

At the time of re-axling, following points to be ensured:-

i. Before mounting the wheels on axles, carefully clean the wheel seat and bore of
the wheel to remove rust grit, chips and grease.
ii. Coat wheel seat and bore with mixture of basic carbonate white lead and boiled
(not raw) linseed oil to avoid scoring of mounting surface.
iii. Keep special care so that wheel-seat and bore and not damaged during mounting
operation.
iv. Mounting press must have dial pressure gauge and a pressure recording gauge.
v. Mount the wheels centrally on axle at a proper gauge distance.
vi. Recorder must be maintained and kept properly adjusted all the time.
vii. Check wheel mounting and check gauge frequently so that excessive wear does
not allow improper mounting of wheels.
viii. Stamp at the front Hub edge for the rediscing particulars as per RDSO Drg. No.
WD-87080/S-1 to facilitate tracing of history of the wheels.
ix. After mounting of wheels on axle apply rail gauge at three or more equi- distant
points around the circumference to see that wheels are within gauge limits.

D. TYRE TURNING OR REPROFILING

To remove irregular surface on the profile caused due to wear in service re- profiling
is to be done. In service some of the wheels develop defects beyond the permissible
limit for the safe turning. Such wheels are to be withdrawn and should be sent to
workshop for removing the defects. The wheel requiring re-profiling shall be turned
to worn wheel profile or to intermediate profile to RDSO Drg. No. WD-88021 or WD –
89060/S-2 respectively.
CHAPTER-6 BOGIE 25

On receipt of wheels in wheel shop, the diameter of both the discs at wheel tread
should be measured. Some times wheel with unequal dia. on the same axle are
received. Many times skidded wheels are received due to which tyre surface at some
spots gets hard. Such spots can not be machined on wheel lathes available in many
workshops. Such wheels should be sent to re-profiling section for softening the hard
spots on suitable designed furnaces. After softening, the wheels should be sent to tyre
turning section.

Tyre turning is done on a specially designed wheel lathe. The root radius, vertical
inclined surface, radius on the top of the flange are difficult portions to be machined.
To machine these portions, specially designed gadgets are provided on the Tool ports.

While tyre-turning, the following should be kept in mind:-

i. The wheel gauge, i.e. the distance between the flanges of the 2 wheels of the
same axle should be within the laid down limit. The aspect has to be particularly
ensured when new tyres have been fitted. On old tyres normally the distance is
correct. But in some cases where the machining has not been done accurately in
the past, the distance may be beyond the permissible limit. If the distance is less
it can be corrected by machining the side surface of the wheel. In case the distance
is more, the wheel shall required re-axling. It is very important that the turner of
the wheel lathe checks this distance at the time of turning in addition to the
check done by incoming Inspection staff. The laid down distance is 1600 +2/-1
mm for BG.

ii. The variation in tread diameter of wheel tread/ tyres on the same axle after fresh
turning on surface wheel lathe/ under floor wheel lathe/pit wheel lathe should not
exceed 0.5 mm. The turner normally machines the wheels to equal diameters.
However, small variation may occur if the cut has not been taken carefully. After
finishing the operators should assure dia of both wheels. If the difference is more
than 0.5 mm he should take another cut on the tyre having the large diameter.

E. PAIRING OF WHEELS
Different wheels fitted on a wagon are to be paired. Normally it is done in the Lifting
section of the wagon shop. Where large number of wheels of the same type are turned
on each day, no difficulty is experienced for such pairing. However, when the supply
of wheels to Lifting section is from hand to mouth such pairing for the day‟s
requirement has to be done in the tyre, turning section of the Wheel shop itself. Pairing
in Wheel shop also becomes necessary for special tyre of wheels received in small
numbers. When pairing is done in the Wheel shop, it becomes necessary to turn such
wheels even to lesser diameters than is required from the point of view of wear. For
such cases specific instructions should be given to turner of the Wheel lathe. The
variation in tread diameter should be as per Clause 2.8.14.2 of IRCA Part III.
F. WHEEL DEFECTS

The wheels are required to be withdrawn from service for the following major
defects:-

i) Reached condemning limits

CHAPTER-6 BOGIE 26

ii) Flat places/skidded

iii) Flanges sharp/deep/thin
iv) Too insufficient radius at the root of flange
v) Gauge slack/tight
vi) Cracked or broken

Defects i) to iv) mentioned above are detected with the help of tyre Defect Gauge.
Defect as in item (v) is checked by Wheel Gauge. Defect as in item (vii) is determined
by visual examination.
Permissible maximum flat surfaces on tread are as under:

Wagon Type -BG Wagons

Permissible Flat Surface -60 mm

a) THIN AND SHARP FLANGE

(i) For proper method of using Tyre Defect Gauge, please refer IRCA Part III.
(ii) Wheel may be passed provided the minimum thickness of flange is 16 mm.
(iii)Wheel must not be allowed to run if flanges are worn to knife edge but may be
passed if the radius is not less than 5 mm.
(iv) Wheels with too small radius at the root of flange should not be allowed to remain
in service.

607. GREASE FOR CTRBs

Grease to RDSO’s Specification No. WD-24- MISC-2003 is to be used in CTRB. Before
applying the grease, clean all the equipment to be used for lubrication. Apply grease
to each single assembly and between the roller and cage assemblies in the quantity
as given below:
Amount of grease to be applied

Between
To Single Roller Roller
Types of CTRBs Assembly (Each Assembly Total + 20 gm
Cone Assembly) (Around
spacer)
Class -E/ Upgraded Class-E 115 gm 160 gm 390 gms
Class-K -- -- 290gms

608. MAINTENANCE AND REPAIR OF CARTRIDGE TAPEREDROLLER

BEARINGS
The following are the recommended practices for long life and trouble-free
operation of Cartridge Tapered Roller bearings:

(a) Recommended Practices for Railway Workshops:

CHAPTER-6 BOGIE 27

(Refer Maintenance manual G-81 for class-E/Upgraded Class-E and G-113 for
Class-K CTRBs and instructions/ guidelines issued from time to time from
Railway Board and RDSO)

i) Cleaning, inspection and assembly of cup & cones to be done in controlled

environment to avoid ingress of dust particles.
ii) 100 % checking of groove depth of seal wear ring and re-use of only correct wear
ring or replace with new one. Use of seal wear rings with vent holes needs to be
stopped immediately. Use of proper measuring instrument is required for seal wear
ring groove depth.

iii) Bearing mounting machine needs to be periodically calibrated for its proper
working at specified force (50 +/- 5 Tons) with ensuring holding for specified time
(5 seconds). Use of the proper fixture (tooling) needs be ensured. The pressure –
force conversion configuration for the specified machine may be prominently
displayed near the mounting area for the benefit of the mounting staff.

iv) Checking of journal diameter at three locations with snap gauges may be enforced
for ensuring specified fits to obtain the desired mounting force.
CHAPTER-6 BOGIE 28

v) Checking of fillet radius after proper cleaning for correct seating/ fitment of backing
ring may be ensured. Backing rings with vent holes should not be reused. They
should be replaced with plugged backing rings or new backing rings

vi) Proper tightening of end cap screws with periodically (monthly) calibrated torque
wrench at specified torque may be ensured on wheel sets. The specified torque
should be maintained to 40 Kg – m (290 foot-pound) for Class-E/Upgraded and 58
Kg-m (420 foot-pound) for Class-K CTRBs. The torque wrench must be maintained
with an accuracy of +/- 4% (Maximum). Minimum 2 passes and maximum 5
passes to be applied to ensure proper clamping. If any screw movement persists
after 5 passes check for any irregularity.

vii) Axle threads to be checked with Go- No Go gauge and Axle thread holes should
be cleaned by compressed air.
CHAPTER-6 BOGIE 29

viii) Inside surface of Adapter is required to checked for wear on thrust shoulder and
bearing seating area/adapter machined relief with proper gauges (Sample gauge
is depicted below). Gauging as per G 95 may be ensured.

ix) Assembly of bogie using properly checked adopter may be ensured. Railway
workshops must manufacture/procure specified gauges for this checking. Cups
should be checked for wear patterns seen on the cup outside diameter as it reveals
excessive wear of the adapter. The figure below shows normal wear bands present
on cup OD generated from a serviceable adapter.

Wear bands formed due to excessively worn-out adapter are illustrated below. In case of
fully worn-out adapter, the cup starts contacting the adapter at the ends also. Worn out
adapters must be scrapped. Displaced adapters also form two distinguished marks on the
cup outside diameters. And such cups must be examined for spalls being generated on
raceways under the adapter contact areas.
CHAPTER-6 BOGIE 30

x) Checking of the mounted end lateral play may be ensured on each mounted
CTRB. This is critical to bearing performance. With correct mounted lateral more
roller share the load. As a result, peak load on individual rollers are less. Excessive
mounted lateral causes high peak roller loads. As a result of fewer rollers sharing
the load. This reduces fatigue life.

xi) Welding on the wagon after lowering of bogie shall be avoided as far as possible.
If any welding work is done after assembly of wagon proper earthling shall be
ensured (specifically in odd hours) so that electric current does not pass through
the bearings. The earthing should be done very close to welding area and the
earthing wire should be tightly secured at both ends. Alternatively, the earthing can
be done with an earthing wire/strip running parallel to the track instead of earthing
with the rails. If wagon is not properly earthed the current passing through the
bearings will cause arcing in between the rollers and the raceways leading to
failure. All the earthling ports may be properly grounded through periodically
calibrated earth pits. One of the recommended schemes of earthing is shown
below:

xii) Separate investigation of defective CTRBs coming from divisions may be done.
xiii) The fitment of cup and cones of same make in overhauled CTRBs may be
ensured. To the extent possible they may be maintained with similar age profile.
CHAPTER-6 BOGIE 31

xiv) The stamping of overhauling date & workshop code may be done on backing ring
of CTRB also as per RDSO letter no. MW/WA/Genl dated 26/04/2012.
xv) Handling of wheel sets with proper lifting tackles shall be ensured. Use of wire
slings for lifting of wheel sets may be avoided. Similarly, securing wire ropes near
bearing area while pulling the wagon may also be avoided.

Periodic audits of CTRB fitment/maintenance including wheel handling to be done

using check sheets already circulated vide RDSO letter no. MW. CTRB.D dated
23/12/2010.

(b) Recommended Practices for ROH Depots:

1. Area where bearings are opened for UST of axle must have controlled
environment.
2. Proper visual examination of bearings to be done. Some important aspects to
be checked are as under:

2.1 Overheating, such as discoloration or parts fused together.

2.2 Check for loose and/or missing cap screws.

2.3 Check that all tabs of the locking plate are properly bent up against the flats of
the cap screw heads in the loosening direction.
CHAPTER-6 BOGIE 32

2.4 Inspect for damage or wear to the end cap from a displaced adapter.

2.5 Examine the bearing for welding damage or exposure to extreme heat, such as
from a cutting torch. Remove the bearing from service if you find any damage.

2.6 Check for cracked or broken outer rings (also called bearing cups).
CHAPTER-6 BOGIE 33

2.7 Inspect for a loose backing ring. If you can move or rotate the backing ring by
hand, remove the bearing from service.

2.8 Check the backing ring for damage or wear from a displaced adapter.

2.9 Check whether the grease seal is displaced or cocked or has external damage.

3. While carrying out wheel turning, the prescribed dummy/protective covers (as
mentioned in clause 6.22 & shown in Drawing No. WDIIA-8514/S-1, included in
Annexure of G-81) on bearing may be used.
4. Proper tightening of end cap screws with periodically (monthly) calibrated torque
wrench at specified torque may be ensured on wheel sets. The specified torque
should be maintained to 40 Kg – m (290 foot-pound). The torque wrench must be
maintained with an accuracy of +/- 4% (Maximum). Minimum 2 passes and
maximum 5 passes to be applied to ensure proper clamping. If any screw
movement persists after 5 passes check for any irregularity.
CHAPTER-6 BOGIE 34

5. Handling of wheel sets to be done by using the prescribed lifting tackle and not wire
ropes which can damage the grease seals.
6. In case bogie(s) are dismantled for any purpose, the adapter must be thoroughly
inspected for soundness and wear. Gauging must be done as specified in G 95.
7. Ensure the Adapter is properly placed on CTRB. Most bearings will “creep” in
service, creating two wear bands as pictured below. This is a normal condition that
also causes wear to the adapter‟s seat pads

Wear bands that extend to the end of the outer ring, as shown on the left side of the
image below, indicate an excessively worn adapter seat. A shiny edge at the extreme
end of the outer ring, as shown on the right side of the image below, is an indication
that the thrust shoulder is worn. Replace the adapter if either of these conditions exist.

8. Whenever wagons or bogies fitted with CTRBs require welding in ROH

Depots/Sicklines, special attention should be paid so that electric current does not
pass through the bearings. The earthing should be done very close to welding area
and the earthing wire should be tightly secured at both ends. Alternatively, the
earthing can be done with an earthing wire/strip running parallel to the track instead
of earthing with the rails. If wagon is not properly earthed the current passing
through the bearings will cause arcing in between the rollers and the raceways
leading to failure.
9. The stamping of overhauling date on backing ring of CTRB has been advised to
be done by workshops on each overhauled bearing to ensure traceability. In case
CTRBs fitted wheel are found to be overdue overhauling in course of ROH/Sick
line examination to the wagon, such wheels must be sent to nominated workshop
for overhauling.
CHAPTER-6 BOGIE 35

(c) MARKING OF OVERHAULING PARTICULARS OF CTRB

(Railway Board Letter No. 2015/M(N)/951/32 dated 04.10.2017

To ensure proper inspection and timely withdrawal of overdue CTRBs from service,
instruction have been issued from time to time based on feedback from POH
workshop and ROH depot.

In order to ensure easy identification of approximate residual service period of the

CTRB before the next overhauling, the following methodology needs to be followed:

a) During POH end caps screws are a must change item. The end cap screws fitted
by POH workshops should be fitted without any painting on their heads. This
should ensure that any end cap with unpainted cap screws in service indicates that
the CTRB is within the first ROH cycle after its overhauling.
b) During the first ROH, one of the CTRB end cap screws head shall be required to
be painted with golden yellow colour on its head. This would indicate during the
service that the CTRB has crossed one ROH cycle from its last overhauling.
c) Similarly, during the second ROH, one additional cap screw will be painted yellow
on the head so that it has two cap screws painted yellow. This should indicate that
the CTRB has crossed two ROH cycles from its last overhauling.
d) In certain wagon types, where there are 3 ROH schedules prescribed during the
first POH cycle. In such wagons, during the third ROH, the 3rd cap screw shall also
painted yellow to indicate that the CTRBs have crossed the 3rd ROH. This shall be
applicable to new CTRBs fitted in new wheels which are received in new wagons.
e) Since during wheel turning & UST, the wheels are moving on shed floor of ROH
depot without end cap, ROH depots would need to make suitable temporary
marking on wheels, so as to identify the ROH status of the CTRBs fitted on them.
f) While fitting CTRBs back into a wagon in ROH depots, it must be ensured that only
CTRB with cap screws having one particular type of painting scheme (One cap
screw painted/two cap screw painted/three cap screw painted) are strictly placed
under a wagon undergoing ROH.
g) Wagons undergoing last ROH before their next POH should be fitted with CTRBs
with two/three (as the case may be) end cap screws painted yellow.
h) The existing instructions regarding CTRB of BCN and other wagon classes having
2year ROH and 6 year POH cycle being fitted into the same group during ROH
shall continue to be followed.
i) The NXTR concerned shall be making sample checks to ascertain whether the
marking on caps screw is strictly being done in terms of above directives and
fitment on wagons with different type of CTRB is as per the above scheme.
(d) Recommended practices during incoming train examinations inyards

1. Detection of warm bearings on arrival of the train. Check operating temperature of

the bearing by touching the adapter or underside of the bearing cup with bare
hands immediately after the vehicle is halted. If it is found impossible to hold the
hand for a few seconds on the adapter or the cup it means that the bearing is
CHAPTER-6 BOGIE 36

running hot. Cross check the bearing temperature with temperature sensing hand
held pyrometers/sensors giving direct reading of the bearing. If bearing
temperature is more than 90 degree centigrade the wagon should be detached
and bearings should be removed from the service.
2. Check for any abnormal sound and/or grinding noise.
3. Visually inspect the bearing for defects like broken cup, loose or damaged grease
seals, broken adapters, missing cap screws, broken /distorted end cap, broken
locking plate. Check for loose backing rings, missing side frame key. Any of these
conditions are reasons for bearing removal.
4. Checking of displaced adapters [as mentioned in clause 6.1.1(d) of G-81].
5. Availability of adapter retaining nut & bolt in wide jaw bogies.

(e) Axle Box Feeling of Freight Trains

The procedure of axle box feeling is as under:

1. Axle box feeling should be done immediately after the arrival of the train and two
technicians, one from the left and another from the right side should do the job.

2. Axle Box feeling must be done on the adapter or the underside of the CTRB cup.

3. Hand held pyrometers should be used for detecting the temperatures; in addition
the practice of feeling the boxes with back side of palms should be followed. Such
pyrometers should be calibrated regularly. The wagons with axle boxes having
temperature more than 90 Degree Celsius should be detached.

4. The axle boxes having grease oozing, burning small, missing/lose end cap bolts,
loose backing rings, grease seals and burnt EM pads are the indicators of potential
hot box cases.
The above instructions should be displayed at the axle box feeling points for the
guidance of the technicians.

(RDSO Letter No. MW.RB.Genl Dated 20/21.11.2012)

𝟏
609. CARTRIDGE TAPERED ROLLER BEARINGS Class K (𝟔 𝟐” X 9”)

General Description

Cartridge Tapered Roller Bearings Class “E” (6”x11”) to RDSO STR No. AB/RB-39-
2002 (Rev. 3 with Amendment No.3) are being used on freight stock of IR. These
wagons are designed for 20.3/22.9t axle load and are in service on IR for about three
decades. Even though “E” Class CTRB is designed up to 25t axle load, it may not be
suitable for 25t operation in Indian conditions.
Studies reveal that L10 life of “E” Class bearing operating at 25t axle load will reduce
by 52%. The major difference in maintenance and operation practices of American
Railroad is extensive use of way side Hot Box Detector and Acoustic Bearing Detector
which provide advance warning on the health condition of Axle bearing and Bogie
CHAPTER-6 BOGIE 37

suspension. Whereas on IR, condition of Axle bearings and Bogie suspension is

assessed by manual visual rolling in examination which is not so accurate and reliable
as Hot Box Detectors and Acoustic Bearing Detectors.
In AAR, whenever wheels are re-profiled/changed the bearing must be removed from
service which is not so in IR where the bearings are inspected and reconditioned
during every POH.

A policy decision has therefore been taken to adopt “K” Class CTRB on new design
of 25t axle load wagons to achieve high reliability between two successive POH.

Background

When the axle bends whilst rotating in heavy haul operations due to high wagon and
dynamic loads, small movements between the tight fitted cones and axle journal cause
fretting wear on the cone bores and journal outer diameter. This results in what is
known as cone bore growth, which damages the bearing seat and renders cones unfit
for further service. It also causes loss of internal clearance which leads to further
damage of bearing components and eventually causes a hot box set out. The greater
the bending arm moment the higher will be the chance of occurrence of such kind of
abnormalities due to very high bearing loads. This axle deflection is shown in Figure
1.0.

Fig: 1.0 Axle Deflection under load

Due to axle flexure as discussed in the above paragraph, fretting wear also occurs
between the back face of the cone and the seal wear ring, as well as the seal wear
ring and journal.
The AAR has specified a limit of 0.127 mm depth in the cone back face for the cone
to be acceptable for further service. Cones with fretting wear greater than this can be
salvaged by machining the cone back face to a maximum of 0.254 rmn depth. Figure
1.1 illustrates typical cone back face fretting wear. The AAR has specified a limit of
0.0508 mm depth for seal wear ring grooves in axle journals. If the groove is deeper
than this the axle must be repaired by returning the journal diameter to its original size
using expensive plating methods. Figure 1.2 shows the area damaged by seal wear
ring grooving.
 CHAPTER-6 BOGIE 38

Fig: 1.1 Cone back face fretting wear Fig: 1.2 Groove caused by seal wear ring

Class E (6” X 11”) was introduced as a replacement for the widely used friction journal
bearings. This self-contained, pre-lubricated bearing package quickly became the
design of choice for the industry. Over time, rail operations evolved. The industry was
challenged to improve efficiency and productivity and to lower costs. To achieve this,
freight-car weights increased, and trains were operated at higher running speeds.
Heavier loads caused more wear and tear on equipment, including fretting wear.
These factors raised concerns about bearing reliability. To meet these growing
challenges of increased loads, speeds and longer wheel life, Class K (61/2” x 9”) is
finally accepted as remedy for freight car in Indian Railway.
Class K (61/2” x 9”) design provides for reduced journal axle flexure and less fretting
wear. Its compact design incorporates fewer components and hence less
maintenance problem. The Class K (61/2” x 9”) bearing also offers improved safety
and reliability and runs at lower operating temperatures and lower torque.

Technical Features

RDSO’s STR No. AB/RB-41-2016 for Class ‘K’ (61/2” X 9”) Cartridge Tapered Roller
Bearings for freight stocks fitted with Light Weight Low Height (LWLH) bogies (Narrow
Jaw) for 25t axle load application.
Dominating Features which make Class K (61/2” x 9”) CTRB better than Class E
(6” X11”):

1) Fretting Index Value: It is the measurement of failure occurring due to fretting

wear. Lesser the value of Fretting Index, lower will be its chances of failure due to
fretting wear.

Fretting Index Class K 0.30

Fretting Index Class E 1.0

The development of the class-K bearing had taught the rail industry the importance of
looking at the “fretting index” of an application. This calculated measurement provides
a strong indication of the potential for a bearing to experience cone back-face wear. It
is based on formulas for bending and shear and uses application inputs that include
bearing load, journal diameter, and the length (width) of the inboard section of the
CHAPTER-6 BOGIE 39

bearing. The complete formula is shown in Figure 1.3.

Fig: 1.3 Groove caused by seal wear ring

Based on this formula, the fretting index for the class-K & class E can be determined.
This was achieved in the Brenco class-K bearing by shortening the backing ring, the
wear ring/seal area, and the center spacer area of the bearing.
2) L10 Life: It is defined as the number of hours in service that 90%
of bearings will survive.
L10 Life Class K 16 Lac Km
L10 Life Class E 10 ac
Km

3) Use of special type Low-Torque Seals1: Seals have following add on

features-

a. It provides best protection against water and other contaminants entering the
bearing cavity.
b. It works with significantly lower torque, which results in lower fuel operating
costs.

Seals1: Brief description about seal is available at ANNEXURE I

4) It is coupled with less flexure due to increased axle guard diameter, the Timken
design provides shortest distance between the cone face and the dust guard.
This design reduces the amount of movement and the resultant wear.

5) Fitted backing ring design reduces the potential for water ingress and resulting
fretting corrosion in the axle fillet area.

6) Use of Polyamide cage2: This refined cage is made of reinforced polymer and
has demonstrated excellent performance. The main user benefits are reduced
friction, roller slip, wear and operating temperature and improved safety. Even
CHAPTER-6 BOGIE 40

under emergency running conditions, the unit operates without blocking.

7) Compact design: This principle offers decreased journal-length (Figure: 1.9)

opportunities and consequently lower axle bending, which allows higher loads.
The decreased distance between the rows of rollers improves internal load
sharing. The shorter axle journal design provides a longer and stiffer guard.
This reduces the stress at crucial axle fillet area.
Journal size of class K (61/2” X 9”)

Journal size of class E (6” X11”)

Fig: 1.9 Comparison between Journal-length

8) By removing seal wear ring (in Timken Design), axle grooving and resulting
scrapping of seal wear ring or expensive repairs are eliminated. (See the
expanded view of Class K CTRB)

9) Use of Polymer spacer: Fretting corrosion between the backing ring and the
cone side face is caused by journal bending during operation. This corrosion
not only causes foreign particles to enter the bearing but also increases axial
bearing clearance, resulting in reduced performance and reliability. The
development target was to avoid fretting corrosion by changing the steel-to-
steel contact between the backing ring and the cone side face to steel-to-
polymer contact. A spacer of reinforced polymer material is clamped onto the
bearing components.

10) Premium Rail Grease3: premium rail grease is specifically formulated for use
in railroad car wheel journals. It lasts longer and provides better protection
against water etching compared to conventional freight journal greases.
Fortified with a high-performance corrosion inhibitor for increased bearing
protection, it can withstand the toughest conditions including humid
environments. It provides excellent mechanical shear stability, water resistance
and oxidation stability for reliable performance. This lubricant meets AAR
specification M-942-98.
 CHAPTER-6 BOGIE 41

Pictorial view of AP-2 Class ‘K’ bearing and its advantages

Fig: 1.20 Pictorial View of Class ‘K’ Bearing & its adevantages
 CHAPTER-6 BOGIE 42

Constructional and Dimensional comparison between Class E (6” x 11”) & Class K (61/2” X 9”) CTRB

o Exploded View of Class ‘E’ and Class ‘K’ bearing

Fig: 1.21 Class E ( 6” X 11” ) Fig: 1.22 Class K( 6 1/2” X 9” )

CHAPTER-6 BOGIE 43

Class ‘E’ Bearing comes under TIMKEN APTM bearing with

AAR approval nos. 1 & 1A

Class ‘K’ Bearing comes under TIMKEN APTM bearing with

AAR approval nos. 27

Fig: 1.23 Bearing Nomenclatures

 CHAPTER-6 BOGIE 44

o Designation Structure of bearing (FAG)

Class ‘E’ Class ‘K’

Features Bearing Class ‘K’ Class ‘E’

Class
Journal- Less Compare to Class ‘E’ More Compare to Class
size ‘K’
Bore-size More Compare to Class ‘E’ Less Compare to Class
‘K’
Roller High Compare to Class ‘E’ Low Compare to Class
density ‘E’
Seal wear Not available/Integrated Available
ring part of inner ring(cone)
 CHAPTER-6 BOGIE 45

Diameters are averages

AMOUNT OF GREASE
AAR BACKING
ROLLERASSEMBLY OUTER RING/CUP gram(oz.)
Approv RING
NAME OF
al No. MAX. OUT OF MINIMUM MINIIMUM MAXIMUM
THE FIRM MAXIMUM OUT OF EACH
(as on BORE ROUND O.D. C. BORE C. BORE AROUND TOTAL
C. BORE ROUND ROLLER
April - mm mm mm mm mm SPECER QUANTITY
mm (inch) mm (inch) ASSEMBLY
2011) (inch) (inch) (inch) (inch) (inch) ± 30gm
144.488 0.076 220.345 209.677 209.423 0.127 178.511 115 170 400
TIMKEN 1A
(5.6885) (0.003) (8.675) (8.255) (8.245) (0.005) (7.028) (4) (6) (14)
BRENCO/ 144.488 0.076 220.345 209.677 209.423 0.127 178.511 115 170 400
5A
NBC (5.6885) (0.003) (8.675) (8.255) (8.245) (0.005) (7.028) (4) (6) (14)
144.488 0.076 220.345 209.677 209.423 0.127 178.511 115 170 400
FAG 32
(5.6885) (0.003) (8.675) (8.255) (8.245) (0.005) (7.028) (4) (6) (14)

144.488 0.076 220.345 209.677 209.423 0.127 178.562 115 170 400
SKF 23
(5.6885) (0.003) (8.675) (8.255) (8.245) (0.005) (7.030) (4) (6) (14)

ALL DIAMETERS ARE THE AVERAGE OF 3 MEASURRMENTS, 600 APART

Class -E (6” X 11”) CTRB

 CHAPTER-6 BOGIE 46

Diameters are averages AMOUNT OF GREASE

Make/ gram
BACKING
Bearing ROLLERASSEMBLY OUTER RING/CUP (oz.)
RING
Class ‘K’
(6 ½”X 9”) MAX. OUT OF OUT OF
MINIMUM MAXIMUM MINIIMUM C. MAXIMUM EACH
BORE ROUND ROUND AROUND TOTAL
O.D.mm C. BORE BORE mm C. BORE mm ROLLER
mm mm mm SPACER QUANTITY
(inch) mm (inch) (inch) (inch) ASSEMBLY
(inch) (inch) (inch)

BRENCO 157.175 0.076 249.555 238.252 237.998 0.127 191.211 170 15 355
(AAR-28& (6.1880) (0.003) (9.825) (9.380) (9.370) (0.005) (7.528) (6) (1/2) (12½)
31)

TIMKEN 157.175 0.076 249.555 238.252 237.998 0.127 191.211 57 170 284
( AAR-27) (6.1880) (0.003) (9.825) (9.380) (9.370) (0.005) (7.528) (2) (6) (12)

Class K (61/2” X 9”) CTRB

CHAPTER-6 BOGIE 47

Operational parameters for which bearing class ‘K’ is designed

Operational Parameters Value
Track Gauge (mm) 1676
Maximum /Normal Axle Load 25
Weight of one wheel-set(Kg) 1200(Appr.)
(840 mm Dia. Wheel-Set)
Maximum/ Normal speed of wagon 130/100
(Kmph)
Average run of wagon(Km/day) 500(Appr.)
Weight of wagon(tonnes)
Empty Condition 20(Appr.)
Loaded Condition(max.) 100
Type of brake system Air Brake(Graduated release )
Type of wheel braking Trade Braking (One brake block ‘K’
type per wheel)
Maximum braking force per wagon in 18955
loaded condition(Kg)
Wheel Trade Diameter (mm) New 840
Condemning 780
Atmospheric Temparature Range(°C)
Maximum 50
Minimum -10
Loaded to Empty ratio of wagon 80:20
operation
CHAPTER-6 BOGIE 48

610. Arrangement of springs in various CASNUB trolleys according to axle

load
CHAPTER-6 BOGIE 49

(a) Nomenclature of Bogie:

W M N L B H
S
Wide Jaw Modified Narrow Light Belly shaped High
Jaw weight bolster Speed

Load Bearing springs and snubber springs:

CASNUB bogies are fitted with two groups of long travel helical springs nests. The
spring group for bogie for various axle load application are shown in fig below.
Spring details are shown in WD 89069-S/1 (Common for all versions except
CASNUB– 22HS Bogie). The spring details for CASNUB – 22 HS bogies are
shown in WD –92058-S/5.
Damping: The suspension is provided with load proportional friction damping
arrangement with the help of Mn steel Cast Wedge supported on the snubber springs.
The details of the snubbing arrangement are shown in fig below.

INNER SPRING

SNUBBE
R
OUTE
R
CHAPTER-6 BOGIE 50

Spring nest spring gauging

(b) Grouping of Springs: (By strip method)

A. Group Band (Coloured) for in service springs (Maintenance group)
Matching of both, load and snubber springs, is important. It is
recommended that springs having not more than 3 mm free
height variation should be assembled in the same group.
Coloured band should be provided for easy identification of group
height as indicated in the table.
All versions (except for CASNUB 22 HS)

No. of Outer Inner Snubber

Bands
I 260-257 262-259 294-291
II 257-254 259-256 291-288
III 254-251 256-253 288-285
IIII 251-248 253-250 285-282
Red 248-245 250-247 282-279

CASNUB 22 HS
CHAPTER-6 BOGIE 51

Group Outer Inner Snubber

I 260-257 243-240 293-290
II 257-254 240-237 290-287

III 254-251 237-234 287-284

IIII 251-248 234-231 284-281
Red 248-245 231-228 281-278
CASNUB 22 HS (Mod-1)
Group Outer Inner Snubber
I 253-250 225-222 304-301
II 250-247 222-219 301-298
III 247-244 219-216 298-295
IIII 244-241 216-213 295-292
Red 241-238 213-210 292-289

B. Group Band (Coloured) of NEW Springs,

Matching of both, load and Snubber springs, is important. It is recommended that

springs having less than 3 mm free height variation should be assembled in the
same group.

All versions (except for CASNUB-22 HS) Ref: DRG No.WD-83069-S/1

No. of Outer Inner Snubbe
Bands r
I 263-261 265-263 297-295
II 261-259 263-261 295-293
III 259-257 261-259 293-291

CASNUB- 22 HS, Ref: DRG. No.WD-92058-S-5

Group Outer Inner Snubber
I 263-261 243-241 293-291
II 261-259 241-239 291-289
III 259-257 239-237 289-287

CASNUB -22HS (Mod-1) BOSTHS, Ref: DRG No. WD-04017-S/4

Group Outer Inner Snubber
I 256-254 228-226 307-305
II 254-252 226-224 305-303
III 252-250 224-222 303-301
** Mixing of new and old springs should be avoided.
CHAPTER-6 BOGIE 52

(c) SPRING DATA:

Type of spring Coil Dia. In Free height (in Condemning limit

(mm) mm) (In mm)

All visions (except for CASNUB-22HS)

Outer 25 260 245

Inner 16 262 247

Snubber 16 294 279

CASNUB-22HS

Outer 22 260 245

Inner 18 243 228

Snubber 18 293 278

CASNUB -22HS(Mod-1) BOSTHS

Outer spring 21.5 253 238

Inner Spring 16.5 225 210

Snubber Spring 16.5 304 289

CHAPTER-6 BOGIE 53

(d) Spring Arrangement for Various CASNUB Trolleys

Speed as per
speed
certificate (
KMPH)
Wagon type Bogie Number of springs per bogie Axle Empty Load
20.32 80 75
CASNUB 22 22.32 80 60
BOXN Outer -12, Inner-8, Snubber -4
NLB 22.82 80 60
Modified 22.32 80 70
BOXNM1 CASNUB 22 Outer -14, Inner-10, Snubber -4
22.82 80 60
NLB
CASNUB 22
BOXNEL Outer -14, Inner-14, Snubber -4 25.00 65 50
NLC
BOXNHS CASNUB 22HS Outer -14, Inner-12, Snubber -4 20.32 100 100
Modified 22.23 90 75
BOXNHSM1 CASNUB 22 Outer -14, Inner-14, Snubber -4
22.82 80 60
HS
20.32 100 100
22.1 100 100
BOXNHA IRF 108 HS Outer -14, Inner-14, Snubber -4
22.82 100 75
Modified
BOXNHL CASNUB 22 Outer -14, Inner-14, Snubber -4 22.9 90 70
HS
Modified 22.32 65 60
BOXNLWM1 CASNUB 22 Outer -14, Inner-14, Snubber -4
22.82 65 60
HS
Modified
BOY CASNUB 22 Outer -14, Inner-10, Snubber -4 22.86 75 65
NLB
CASNUB 22
BOYEL Outer -14, Inner-14, Snubber -4 25.00 65 50
NLC
CASNUB 22 20.32 75 75
BOBYN Outer -14, Inner-08, Snubber -4
NLB 20.32 65 60
CASNUB 22 20.32 80 75
BCN Outer -14, Inner-08, Snubber -4
NLB 22.32 80 75
Modified 22.32 80 75
BCNM1 CASNUB 22 Outer -14, Inner-10, Snubber -4
22.82 80 60
NLB
CASNUB 22 20.32 80 60
BCNA Outer -14, Inner-08, Snubber -4
NLB 22.32 80 75
Modified 22.32 80 75
BCNAM1 CASNUB 22 Outer -14, Inner-10, Snubber -4
22.82 80 60
NLB
BCNAHS CASNUB 22HS Outer -14, Inner-12, Snubber -4 20.32 100 100
 CHAPTER-6 BOGIE 54
Modified 22.32 100 75
BCNAHSM1 CASNUB 22 Outer -14, Inner-14, Snubber -4
22.82 100 75
HS
Modified
BCNHL CASNUB 22 Outer -14, Inner-14, Snubber -4 22.9 75 70
HS
20.32 80 75
BOST CASNUB 22HS Outer -14, Inner-12, Snubber -4
22.32 80 50
Modified
BOSTM1 CASNUB 22 Outer -14, Inner-14, Snubber -4 22.32 65 60
HS
CASNUB 22HS
BOSTHS Outer -14, Inner-12, Snubber -4 20.32 100 100
(Mod – I)
CASNUB 22HS
BOSTHSM1 Outer -14, Inner-14, Snubber -4 22.32 80 60
(Mod – I)
CASNUB 22HS
BOSTHSM2 Outer -14, Inner-12, Snubber -4 22.32 100 60
(Mod – II)
Modified
BOBSA CASNUB 22 Outer -14, Inner-10, Snubber -4 22.9 75 75
NLB
CASNUB 22
BOBSNM1 Outer -14, Inner-14, Snubber -4 25.00 60 50
NLC
Speed as per speed
certificate (KMPH)
Wagon type Bogie Number of springs per bogie Axle Empty Load
BOBR CASNUB 22 Outer -14, Inner-08, Snubber -4 29.32 80 80
NLB 22.32 75 60
BOBRM1 Modified Outer -14, Inner-10, Snubber -4 22.32 75 60
CASNUB 22
NLB
BOBRN CASNUB 22 Outer -14, Inner-08, Snubber -4 20.32 70 75
NLB 22.32 65 60
BOBRNM1 Modified Outer -14, Inner-10, Snubber -4 22.32 80 60
CASNUB 22
NLB
BOBRNHSM1 Modified Outer -14, Inner-14, Snubber -4 22.32 65 60
CASNUB 22
HS
BOBRNALHS Modified Outer -14, Inner-14, Snubber -4 22.32 65 60
M1 CASNUB 22 HS
BOBRNEL CASNUB 22 Outer -14, Inner-14, Snubber -4 25.00 65 50
NLC
BRN CASNUB 22 Outer -14, Inner-08, Snubber -4 20.32 80 75
NLB
BRNAHS CASNUB 22HS Outer -14, Inner-12, Snubber -4 20.32 100 100
BFNS CASNUB 22HS Outer -14, Inner-12, Snubber -4 20.32 100 80
BTPN CASNUB 22 Outer -14, Inner-08, Snubber -4 20.32 80 80
NLB
BTPGNL CASNUB 22 Outer -14, Inner-08, Snubber -4 20.32 80 75
NLB
 CHAPTER-6 BOGIE 55
BLCA 20.32 100 100
BLBC 20.32 100 100
BLLA 20.32 100 100
BLCA LCCF 20 ( C) Outer -14, Inner-12, Snubber -4 20.32 75 75
BLBC
double stock 20.32 75 75
BLCAM 22.00 100 95
BLCBMDouble Modified LCCF Outer -14, Inner-14, Snubber -4
stock 20 ( C)
BCACM
auto car LCCF 20 ( C) Outer -14, Inner-12, Snubber -4 20.32 65 65
wagon
BRHNEHS CASNUB 22 Outer -14, Inner-12, Snubber -4 20.32 65 50
HS
BOXNS LWLH25 Outer -12, Inner-12, Snubber -8 25.00 80 100

Maintenance Issues of Springs:

1. Stacking System of Springs-

➢ 4-Tier system should be adopted for easy placement & removal of springs.

2. Spring loaded dial gauges-

➢ Spring height gauges must be kept in spring section section.
➢ Spring loaded dial gauges may also be kept in line with NKJ depot.

3. Transportation of set of Springs

For safe transportation from sub-store to shop, rectangular wheeled trolleys should be
developed & kept in section ( Such trolleys are available in ROH depot TKD & NKJ).

4. Colour Coding/Provision of Band

➢ As of now, only local colour coding is in practice in zonal Railways.
➢ Marking of coloured band on springs is most commonly adopted
system in ROH depots. It is recommended that marking of bands
may be done for easygrouping of springs in the depots.

5. Cleaning of springs
➢ Wire brush is being used for cleaning of springs. The practice is useful & be
continued.