MONOGRAPH

ON
FIAT BOGIE
(LHB COACHES)

November 2022

INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING,

Pune 411001

i
ii
 FOREWORD TO SECOND EDITION

It has been endeavour of IRICEN to bring out publications

which are useful to field engineers. It is necessary to gain
adequate knowledge regarding other concerned departments
like Mechanical, Electrical and Operating for proper
coordination on safety & asset reliability. IRICEN is also
offering comprehensive lectures on coordination aspects for
day-today maintenance, joint inspections with mechanical
department, derailment and unusual case studies. In this
regard IRICEN has published a series of monographs for the
field engineers in 2016.
This publication needed revision to explain the details of
different components and also due to change of technology &
revision of codes/standards of LHB. The information provided
in this monograph have been collected from latest instructions
on different components of FIAT Bogie. Content on existing
and new development in the field has been incorporated in
greater detail to make it more useful. I appreciate the efforts
of Shri Anil Kumar, Sr. Professor / Track-II, Shri Mathew
varughese / Senior Instructor and Shri Vinod Hirave/ Senior
Instructor, who put commendable efforts in correcting the
draft and scrutinising the manuscript. I hope this revised
publication will satisfy the daily need of field engineers.

Pune Ashok Kumar

November, 2022 Director General
IRICEN, Pune

iii
iv
 FOREWORD

It has been endeavour of IRICEN to bring out publications

which are useful to field staff. The book published by IRICEN
on the subject of “Investigation of Derailment” is hugely
popular amongst field staff of various disciplines. IRICEN is
now issuing series of Monographs for various Rolling Stock
commonly used for Coaching, Freight and Loco operations
for the guidance of field staff. First Monograph in the series
for ICF All-Coil Coach has already been published. Second
in this series is the Monograph on CASNUB Bogie. The third
monograph in this series is now being brought out is on FIAT
Bogie (LHB Coaches).
The purpose behind bringing out these Monographs is
to educate the field staff and increase their awareness level
as present day Accident Proforma of Accident Manual do
not have adequate measurements for various Rolling stock
components which may be required to determine cause of
accident. I hope that the Railwaymen from various disciplines
would find this publication useful.

Pune N. C. Sharda
November, 2016 Director
IRICEN, Pune

v
vi
 PREFACE

With the view to educate field officials and increase their

awareness, it is proposed to issue series of Monographs for
Rolling stock commonly used in Coaching, Freight and Loco
operations.
Third Monograph in this series is on FIAT Bogie for LHB
Coaches which is the main stay of premium passenger train
operations on Indian Railways. The contents in the Monograph
are mainly from existing “Maintenance Manual for BG coaches
of LHB Design”, “IRCA Part III” and text book on the subject
of “Investigation of Derailment” published by IRICEN.
For more detailed knowledge on the subject readers are
advised to refer to Maintenance Manual for Coaches and IRCA
Part III. I am grateful to Shri N. C. Sharda, Director, IRICEN for
giving me the opportunity for preparation of this Monograph
and also for his encouragement and guidance from time to
time for bringing out this publication. Thanks are also due to
Shri A. K. Patel, Professor Track-1, IRICEN, for checking the
drafts and for giving his valuable suggestions. I am thankful to
faculty and staff of IRICEN who have contributed immensely
for this publication. Efforts taken by Shri Mathew Varughese,
Senior Instructor in correcting the draft and scrutinizing the
manuscript are also appreciated. Suggestions from readers
to improve the contents are welcome and can be sent to
[email protected] which will be taken into account while
bringing future editions.

Pune S. K. Agarwal
November, 2016 Professor (Works)

vii
viii
 CONTENTS
1. General Description�������������������������������������������� 1
2. FIAT – Bogie�������������������������������������������������� 1-3
2.1 Main Technical Data of FIAT Bogie������������������������ 2
2.2 Load Transmission���������������������������������������������� 2
3. Bogie Frame������������������������������������������������������ 4
3.1 Items to be checked������������������������������������������� 4
4. Body-Bogie Connection���������������������������������� 4 - 6
4.1 Items to be checked������������������������������������������� 6
5. Secondary Suspension System����������������������6 - 31
5.1 Bolster Beam������������������������������������������������ 8 - 9
5.2 Secondary Spring����������������������������������������9 - 19
5.2.1 Flexi coil nested spring ��������������������������������9 - 11
5.2.2 Rubber bellows spring�������������������������������� 11 - 12
5.2.3 Centering Disc��������������������������������������������������12
5.2.4 Rubber Pad/ Miner Pad/ Rubber Ring������������ 12 - 13
5.2.5 Items to be checked������������������������������������������13
5.2.6 Air Spring������������������������������������������������� 13 - 15
5.2.7 Installation lever & Limiting valve����������������� 15 - 16
5.2.8 Duplex Non return valve������������������������������������16
5.2.9 FIBA�������������������������������������������������������� 16 - 17
5.2.10 Items to be checked����������������������������������� 17 - 18
5.2.11 Speed potential in case of failure of Spring�����������18
5.3 Secondary Damper������������������������������������� 19 - 21
5.3.1 Vertical Damper������������������������������������������������19
5.3.2 Lateral Damper������������������������������������������ 19 - 20
5.3.3 Yaw Damper���������������������������������������������� 20 - 21
5.3.4 Items to be checked������������������������������������������21
5.4 Anti Roll Bar���������������������������������������������� 21 - 24

ix
5.4.1 Items to be checked������������������������������������������24
5.5 Vertical Bump Stop������������������������������������ 24 - 25
5.5.1 Items to be checked������������������������������������������25
5.6 Traction Assembly�������������������������������������� 25 - 31
5.6.1 Support Frame�������������������������������������������������26
5.6.2 Lateral Bump Stop������������������������������������� 26 - 27
5.6.3 Bolster Pin������������������������������������������������ 27 - 28
5.6.4 Longitudinal Bump Stop������������������������������ 28 - 29
5.6.5 Traction Center�������������������������������������������������29
5.6.6 Traction Rod���������������������������������������������� 29 - 30
5.6.7 Items to be checked����������������������������������� 30 - 31
6. Primary Suspension System������������������������ 31 - 38
6.1 Control Arm�����������������������������������������������������32
6.1.1 Items to be checked������������������������������������������33
6.2 Primary Springs..........................................33 - 35
6.3 Bump Stop.................................................35 - 36
6.3.1 Items to be checked.......................................... 36
6.4 Speed potential in case of failure of Spring.....36 - 37
6.5 Primary Dampers.............................................. 37
6.5.1 Items to be checked.......................................... 37
7. Curve Roll and Restrictor..............................38 - 40
7.1 Items to be checked.......................................... 40
8. Axle Bearing and Wheel Slip Protection..........40 - 41
8.1 Items to be checked ......................................... 41
9. Wheel and Axle...........................................42 - 49
9.1 Tyre Defect ...............................................41 - 46
9.1.1 Thin Flange................................................42 - 43
9.1.2 Sharp Flange.................................................... 43
9.1.3 Deep Flange..................................................... 43

x
9.1.4 Hollow Tyre/ False Flange.............................44 - 45
9.1.5 Flat Tyre.......................................................... 45
9.1.6 Worn Root........................................................ 46
9.2 Thermal Wear Defects.................................46 - 48
9.2.1 Shattered Rim.................................................. 46
9.2.2 Spread Rim������������������������������������������������������47
9.2.3 Shelled Tread................................................... 47
9.2.4 Thermal Crack.................................................. 48
9.3 Wheel Gauge..............................................48 - 49
9.4 Bent Axle......................................................... 49
9.5 Wheel Diameter on Tread................................... 49
10. Bogie Brake Equipment................................50 - 51
10.1 Items to be checked.......................................... 51
11. Coupler & Buffing Gears...............................52 - 56
11.1 Tight Lock Coupler Head.................................... 53
11.2 Drawbar Guide (Support).............................53 - 54
11.3 Draft Gear....................................................... 54
11.3.1 Items to be checked....................................55 - 56
12. Coach Under Frame.....................................56 - 57
12.1 Items to be checked.......................................... 57
13. Summary of defects of FIAT Bogie and
LHB Coach����������������������������������������������� 57 – 68
14. Check list for derailment investigation of
FIAT (LHB) Bogie��������������������������������������� 69 - 72
Annexure I (Primary Spring details)��������������������������������73
Annexure II (Secondary Spring details)���������������������������74
Annexure III (Updated LHB Coach variants)�������������� 75 - 76
References������������������������������������������������������������������76

xi
xii
1 General Description
LHB (Linke Hoffman Bush, Germany) coaches with FIAT (Fabric
Italina de Automobil Torino, Switzerland) bogies were imported
along with technology transfer from M/s. ALSTOM, Germany
during 2001 and now being manufactured indigenously.
These coaches are superior w.r.t. passenger comfort, safety,
speed, corrosion, maintenance and aesthetics. There are
many variant of LHB coaches being run on Indian Railways
and the latest list of coaches is placed at Annexure – III. The
clearance/ replacement/ maintenance limits mentioned in this
book may vary for different variants and can be referred from
LHB Maintenance Manual Volume II, July – 2022, as amended
till date.

Full view of LHB Coach

2 FIAT Bogie
The FIAT bogie is two-axle type and two stage suspension
bogie. The FIAT Bogie frame is solid welded frame. This bogie
is designed for maximum operating speed of 160 km/h and
has potential for operation up to 200 km/h. Bogie is capable
to permit the coach body to negotiate curve of 175 m radius
at speed potential of 40 km/h and 1 in 8.5 turn out in either
direction at 30 kmph.
The coach body directly rests through bolster beam on the
secondary stage helical springs/ air springs, which rests on Y
shaped side beam of bogie frame. The bogie frame rests on
primary stage helical spring which is resting above the axle
box crown. Axle guidance is provided by an articulated control
arm through a resilient bush. The tractive and braking force
from axle to bogie frame is transferred through articulated
1
control arm of primary suspension system.
The bogie is provided with disc brake system, tapered roller
bearing and permanent earth connector to avoid passage of
current through roller bearings. It is also provided with wheel
slip protection arrangements.
2.1 Technical Data of FIAT Bogie

Parameter Unit Value

Axle distance mm 2560
Diameter of new wheels mm 915
Diameter of max. worn wheel mm 845
Distance between the wheels mm 1600
Brake disc diameter mm 640
Bogie width mm 3030
Bogie length mm 3534
Bogie weight kg 6300
2.2 Transmission of forces – The mechanism of
transferring the forces from/to coach is as follows-

Forces Load transmission

Vertical forces Body – Bolster - Secondary
springs - Bogie frame -
Primary springs – Axle
bearing control arm.
Lateral forces Body – Bolster - Secondary
springs - Bogie frame - Ball
joint control arm - Axles
Longitudinal forces - Body – Bolster - Traction
Traction and Braking center–Traction lever
-Traction rods - Bogie frame
- Control arm - Axles

2
FIAT bogie assembly

3
3 Bogie Frame
The bogie frame is a solid welded frame made by steel sheets
and forged or cast parts. The bogie frame consists of two side
members of ‘Y’ shaped longitudinal beam connected by two
tubular cross steel beam members which also support the
brake units, support frame, cable, brake gear etc. The various
supports which connect the different bogie components are
welded to the frame. The bogie frame rests on the primary
suspension system and supports the vehicle body by means
of a bolster beam. The bolster beam is connected to the bogie
frame by the secondary suspension. The bolster beam and the
bogie frame are linked by four Safety cables with the help of
pins and washers.
3.1 Items to be checked

To be How to
Item Repercussion
checked for check
Bogie frame
Longitudinal
beam, Cross
beam
Brake support, Crack,
Increased
Damper support, Damage
angularity,
Support frame at critical Visually
Uneven forces,
and Anti-roll bar locations DPT
Increased
support and Loose
oscillations
Bogie bolster connection
and its
subassemblies,
Bracket
Safety cable

4 Body-Bogie Connection
A special type of body-bogie connection has been provided
between coach body and bolster. This connection consists of
disc, shim, hemispherical ball, swinging link pin, link pin, etc.
This connection is capable to cater for the acceleration value
upto 0.5g in lateral and longitudinal direction. Beyond that
value, a bracket comes into action between bogie bolster and
coach body.
4
Exploded view of Bogie body connection

5
 Connection between body and bogie

4.1 Items to be checked:

To be How to
Item Repercussion
checked for check
Threaded Wear, Loose Visual Uneven transfer
pin, Shim, connection, of forces,
Washer, Lock Damage Increased
nut, Split pin oscillation

5 Secondary Suspension System

The secondary suspension enables lateral, vertical
displacements and rotation of bogie with respect to coach
body. The secondary suspension is provided between the
coach body and the bogie frame. This system consists of two
sets of flexi coil spring pack/air spring, two vertical dampers,
one lateral damper, two yaw dampers, support frame, anti-roll
bar and two bump stops.

6
 Side view of secondary suspension System

Bottom view of secondary suspension arrangement

7
 Exploded view of secondary suspension

5.1 Bolster Beam

The bolster beam is connected with the coach body
and rests on the flexi coil spring packs/air springs
(which are supported over the ‘Y’ frame). The bolster
beam is also linked to the bogie frame through two
vertical dampers; a lateral damper, an anti roll bar,
four safety cables and the traction rods. The bolster
beam transfers all the forces from coach body to bogie.

Bolster beam
8
 5.1.1 Items to be checked:

To be How to
Item Repercussion
checked for check
Bolster beam Damage, Visual, Uneven load
Crack, DPT transfer, Large
Breakage displacement/
Oscillation,
Offloading etc.
5.2 Secondary Spring
The Secondary Spring system contains either Flexi coil nested
spring or Air springs. They are placed between Y frame and
Bolster beam.
5.2.1 Flexi coil nested spring
Each spring pack is made of an external spring,
an internal spring and a rubber bellow spring
placed inside the internal spring. They are
provided to transfer the lateral load also along
with vertical load. The spring pack is mounted
and positioned through the centering disc and
rubber pad (miner pad) on both top and bottom
of pack.

Exploded view of Secondary Spring

9
Pairing of Flexi-Coil Springs -
The secondary suspension flexi coil springs need to be coupled
based on the spring height under test
load and the numerical value of alignment
deviation.
The height of the spring under test load and
the value of alignment deviation (in mm) are
indicated on abronze/ copper or brass tag
available in the upper position of the spring.
The positive direction of the alignment
deviation is indicated by an Aluminium
plastic adhesive band provided in the upper
position of the spring.

Positioning of positive direction of the alignment deviation –

The direction of alignment deviation is to be ensured while
installing springs on the bogie. The Aluminium band indicating
positive direction of the alignment deviation of outer and inner
spring is placed outward and inward respectively, as shown in
drawing below-

Outer Spring
Note – Grouping of Outer and Inner Springs should be such
that higher alignment deviation are nested together
The coupling instructions for springs are given below:

Rejection
Parameter Spring New
Limit
Difference in Outer 8mm (max) 4mm (max)
Alignment Deviation Inner Not to consider 8mm (max)

10
 Difference in Height Outer 2 mm (max) 2mm (max)
Under Test Load Inner Not to consider

Stamping details on spring -

The manufacturing details of each
spring is engraved at the end coil
of spring, which may be referred
in case technical analysis of spring
is warranted. The details are as
under -
Material code: * (e.g. CV, CM, SN)
Manufacturer’s initials: *** (e.g.
ABC)
Month & year of production:
****(e.g. 1219)
Drawing code: ***(e.g.F01)
Heat code: ****(e.g. 001)

Colour Coding of springs -

All coil springs to be used in LHB
coaches are grouped in different colour
codes as per their basic properties.
The colour codes for different coaches
needs to be observed. The detailed
properties for different secondary
springs is enclosed as Annexure- II.

5.2.2 Rubber bellows spring

Rubber bellows spring is provided with the
centring disc of secondary suspension system
and is parallel to the flexi coil spring, at the
center. It helps in reduction of stresses in
secondary spring in loaded condition in vertical
direction.

11
 Rubber bellows spring

5.2.3 Centering disc

Two number of centering discs are provided in
secondary suspension system arrangement, one
each on top and bottom.

Centering Disc

5.2.4 Rubber pad / Miner Pad / Rubber ring

Rubber pad or Miner pad or Rubber ring is
provided at the top and bottom of the secondary
suspension system, adjacent to the Centering
disc. It provides additional flexibility and damping
in suspension system.

12
 Rubber pad/ Miner pad

5.2.5 Items to be Checked:

Item To be checked for How to check Repercussion
Damage, cracks and
Steel Visually
breakage
Coil
Testing of
Spring
Permanent set spring for free
and
height Weak,
Rubber
spring Load deflection Testing as per Ineffective,
characteristics specification Differential
Crack Feature Size loading,
Tilting of
Horizontal length ≯30 mm
Calliper coach
Rubber Vertical length ≯10 mm
spring Crack depth ≯ 4 mm
Ageing, Damage,
Visually
Detachments
Ageing, Damage,
Visually Weak, Excess
Detachments
Rubber play.
ring Crack Feature Size
Tilting of
and Horizontal length ≯10 mm coach,
Miner Vertical length ≯40 mm Calliper Hitting of
pads Crack depth ≯ 5 mm Vertical
bump stop
Height 90 mm to 95 mm
Poor
Visually, match
Paint colour for suspension
springs with the group
identification of springs and may lead
colour
to offloading

5.2.6 Air Spring

Air spring uses the properties of air for the
13
 cushioning effect. It is basically pressurized air
chambers made up of rubber bellows which
maintain constant height under varying loads.
Enclosed pressurized air in a predefined chamber
called air spring, provides various suspension
characteristics including damping.
In case of coil spring, under high payload
situation, space constraint become critical,
leading to the use of stiffer springs resulting
in unsatisfactory ride behaviour and reduced
speed potential. Unlike steel spring, air springs
retain their height under changing loads. The
air springs also have inbuilt emergency rubber
springs. The low natural frequency of air spring
suspension remains virtually constant. Air
springs through their control mechanism, offer
a load proportionate stiffness, constant floor
height and prospects of better ride behaviour
with higher speed potential.
The air springs are colour coded according to
loading capacity, as under -

SN Capacity Colour
1 180 KN Grey colour
2 160 KN SKY blue colour
3 140 KN Red colour
4 120 KN Light green colour
The air springs should be placed in respective
bogie as per their classification. In a coach,
capacity of all air springs must be same. On a
bogie, both air spring should be of same make.

14
 Air Spring
5.2.7 Installation lever & Limiting valve
A control rod (installation lever) and a limiting
valve is required with air spring for ensuring
adequate spring height/ air pressure incase
of variation of load on the coach to ensure
horizontal level of coach and proper floor height.
With changing loads air spring reacts initially
by changing the distance between air spring
supports and vehicle body. The levelling valve
is, in turn, actuated, either by getting the
compressed air pressure to the air spring or
releasing air pressure from it to the atmosphere.
This process continues until original height is
restored.

15
 Installation
Lever
Limiting
valve

Installation lever & Limiting valve

5.2.8 Duplex Non return valve
A two way non-return valve is provided between
the two air springs to all balancing of air pressure
in case of failure of any of the limiting valve
resulting into differential air pressure of 1.5 kg/
cm2.

Duplex Non return valve

5.2.9 FIBA (Failure indication cum Brake
application)
It is an emergency braking device which gets
actuated if air pressure in spring falls by 1.0
kg/cm2 from its designed or limiting value
depending upon type of coach.

16
 FIBA device with activation indicator
5.2.10 Items to be Checked:

How to
Item To be checked for Repercussion
check
Damage, Bulging
of bellow, Cracks, Visually
Ageing,
Height = 289 – 294
Measurement
mm
Air spring Ineffective
Leakage, Water
suspension,
collection in bellow,
By opening Differential
Corrosion of bottom
the Air spring loading, Higher
and top mounting
oscillation,
plate
Poor damping
Air
Using soap
suspension Leakage
water
pipe
Emergency Cracks, Ageing,
Visually
spring Detachments
Defective
Bogie Height from Rail
Measurement suspension,
clearances level
Overloading

17
Installation Height to ensure Delayed lifting
lever & proper air spring Visual, of springs,
other height, Damage to Measurement Tilting of
fixtures fixture Coach
Excess height
– Stiff
Levelling Air leakage
Leakage / Chocked Visual
Valve - Less Stiff
but poor
suspension
No safety
against Coach
Visual,
Duplex tilting In case
Chocking, Damage, Pressure
Non return of failure of
Crack Gauge in
valve Installation
shed
lever /
Levelling valve.
FIBA Non-
Working
(Failure Actuation during application of
of FIBA,
indication drop of air spring brake in case
Isolating
cum Brake pressure of air spring
cocks
application) failure
5.2.11 Speed potential in en-route failure of
secondary spring -
Air spring- In case of heavy leakage or deflated
air spring, the defective bogie is to be isolated
with the help of isolating cock and the coach
may be permitted with speed restriction of 60
kmph upto terminal point for maintenance for a
maximum distance of 1000 Km.
Outer fexi-coil spring- The Coach can be
permitted to run upto the destination with a
restricted speed of 90 kmph escorting by TXR
staff, subject to following stipulations-
a) Only one spring is in broken condition.
b) The spring is not displaced from its position.
c) Bump stop gap should not be zero.
d) The spring is broken at only one location.

18
5.3 Secondary Damper
Each FIAT bogie uses two vertical dampers, one
lateral damper and two yaw dampers in secondary
suspension system. These are hydraulic shock
absorbers to damp the accelerations or vibrations
and opposing force caused due to track irregularities,
Suspension characteristics & Loading pattern specially
at higher speeds.
5.3.1 Vertical damper
They are provided parallel to the secondary
spring, joining the bolster beam and‘Y’ frame
of Bogie. They are two per bogie to damp the
vertical oscillations of Bogie.

Exploded view of Vertical damper

5.3.2 Lateral damper
They are provided, connecting the support frame
and bolster beam on one side of Bolster. It is
one per bogie to damp the lateral oscillations.
The position of lateral damper is in opposite side
in leading and trailing bogie.

19
 Exploded view of Lateral damper
5.3.3 Yaw damper
They are provided outside the Y frame, connecting
the bogie frame side support and coach body
support.
They are two per bogie placed in same direction
to damp the Yaw and Rolling oscillations of Bogie.

20
 Yaw Damper
5.3.4 Items to be Checked:

To be checked How to
Item Repercussion
for check
Deformation,
Large &
Damage, Crack,
Visually persistent
Oil leakage,
oscillation
Damper Ageing
(Replacement Stiff- Poor
after 6 years is Curving
mandatory) Laboratory Properties
Stiffness
Tests Loose –
Persistent
oscillation
Fixings/ Excessive
Loose, Missing,
fasteners play, Damper
Crack, Ageing, Visually
and rubber will be
Detachments
elements ineffective

5.4 Anti-Roll Bar

The anti-roll bar is connected to the bolster beam
with link bar and to the ‘Y’ frames with side bracket
inside the bogie at both ends. It is connected to
side bracket with a bearing for smooth rotation. It
balances differential vertical movement of bogie /
bolster on any of the secondary spring, by virtue of
torsion property of the anti-roll bar and thus resist
the rolling motion of coach.
21
 Exploded view of Connection of Anti roll bar with Y
Frame
22
Exploded view of Connection of Anti roll bar with
Bolster

Anti roll bar

23
 5.4.1 Items to be Checked:

To be checked How to
Item Repercussion
for check
Fixing and Loose, Missing, Visually, Excessive
fastener- Crack, Damage DPT rolling
Link and and Corrosion oscillation,
Bracket pin, Offloading
Screws
Rubber and Loose, Missing, Visually, Excessive
Metal bonded Damage, Ageing, Callpers rolling
component Detachment, oscillation,
– Ball Joint, Crack (Depth of Offloading
Bush, Seal, Crack ≯ 10 mm)
Fastener.
Bearing Grease oozing Visually Pitching
out oscillation

5.5 Vertical Bump Stop

Vertical bump stop is provided between Bolster beam
bottom and Side frame bracket to support the bolster
in case of excessive deflection of secondary spring
under dense crush load or failure of spring. It has a
shop clearance of 90 to 95 mm.

24
 Exploded view of Vertical Bump stop
5.5.1 Items to be Checked:

To be checked How to
Item Repercussion
for check
Bump stop, Loose, Missing, Visually Excessive
Support, Crack, Damage, rolling
Shim, Fittings Detachment and oscillation,
Corrosion Tilting of Coach

5.6 Traction Assembly

The traction assembly consists of support frame
(traction frame) and traction center. The traction
center transmits traction and braking forces between
bogie frame and coach body located at the center
of the bogie approximately in the plane of axle.
The coach body is connected to the traction center
through bolster beam pin; while traction center is
25
 connected to cross beam. The longitudinal and lateral
displacements of the bolster beam are limited by four
bump stops (two longitudinal and two laterals) in
conjunction with support frame.
5.6.1 Support frame
A fabricated rectangular frame connected to two
cross members of bogie, which restricts excessive
longitudinal and lateral movement of Bolster in
case of large longitudinal and lateral forces from
coach to bogie through bolster beam. It houses
traction pin, lateral bump stop and longitudinal
bump stop.
5.6.2 Lateral Bump stop
Lateral Bump stops are provided to avoid
excessive relative movement between coach
and bogie in case of any irregular oscillation or
jerk in lateral direction, due to defective track or
rolling stock or loading/operating characteristics.
Lateral bump stop is provided on side wall of
support frame with a gap of 25 + 5 mm.

Support frame and Lateral Bump stop

26
 Exploded view of Support frame, Lateral and
Longitudinal Bump stop
5.6.3 Bolster pin
This part is attached to the bottom of bolster
beam on one end and traction center on the
other end with locking plates and screws. It acts
as a central pivot for transfer of longitudinal and
lateral forces without any flexibility for rotation.

27
 Exploded view of Traction center, traction rod and
lever

5.6.4 Longitudinal Bump stop

Longitudinal Bump stops are provided to avoid
excessive relative movement between coach and
bogie in case of any irregular oscillation or jerk in
longitudinal direction, due to defective track or
rolling stock or loading/operating characteristics.
Longitudinal bump stop is connected to bolster
pin and supports against front and back walls of
support frame with a gap of 8 +5/-2 mm.

28
 Longitudinal Bump stop

5.6.5 Traction center

It is provided at the level of axles and connected
to cross beams with the help of traction rod
joining the arm of traction center (i.e. traction
lever). The bolster pin is joined to this traction
center with locking plate, screw and silent
bushes.

5.6.6 Traction rod

Two rods connecting traction center to cross
beam in opposite direction (i.e. one to front
cross beam and another to rear cross beam).
This connection transfers all traction and braking
forces between bogie & coach and also allows
curvilinear movement of coaches.

29
 Traction center and Traction rod

5.6.7 Items to be Checked:

To be checked How to
Item Repercussion
for check
Traction Crack, Damage Visually, Uneven
center, and Corrosion DPT transmission of
Traction lever, longitudinal and
Traction rod lateral force,
Angularity
Free movement, Visually Resistance on
Blockage by curve
foreign object

30
Traction Loose, Missing, Visually Excess play,
center rubber Damage, Impact while
bush, detachment, transmission of
Crack - Depth of longitudinal and
Crack ≯ 6mm lateral force
Traction lever Visually, Play, Angularity
bush and Calliper and vertical lift
plate un-checked
Traction lever External Visually, Excess play,
ball / elastic conditions, Calliper Impact while
joint Detachments, transmission of
Crack (without longitudinal and
sharp edges)- lateral force
Depth of Crack
≯ 8mm
Lateral Bump Projected Length Visually, Play, Lateral
Stop ≮ 30 mm, callipers and longitudinal
Loose, Missing, jerk
Damage,
Crushed,
Crack - Length
of Crack ≯ 60
mm
Depth of Crack
≯ 7 mm
Longitudinal Loose, Missing, Callipers Play and
Bump Stop Damage, Longitudinal
Crushed, Jerk
Crack - Length
≯23.5mm

6 Primary Suspension System

Primary suspension is provided between axle and bogie
frame. Primary suspension consists of a control arm, a
set of steel coil springs and a vertical hydraulic damper at
each wheel, i.e. 4 sets per bogie.

31
 Primary suspension system
6.1 Control Arm
The control arm is an articulated arrangement which
connect the axle with ‘Y’ frame. It is fitted with twin-layer
elastic joint connecting the axle bearing to the bogie frame.
This flexible arrangement controls lateral and longitudinal
movement of axle and also transmits lateral, longitudinal
and part of the vertical forces from / to axle. It helps
the bogie to safely negotiate the curved track. For above
functions to perform the gaps and plays are closed by
using rubber joint element. The rubber elements separate
the primary suspension from the bogie to reduce noise.

Control arm

32
 6.1.1 Items to be Checked:

Item To be checked How to Repercussion

for check
All fixing Loose, Missing Visually
Control arm Damage, Crack,
Visually Excessive
part Corrosion mark
play,
By Increased
Control arm Diameter (≯ calliper/ angularity,
bore 230.5 mm) Go No- Increased
go gauge oscillation
Control arm Crack (≯ 10 Uneven load
Visually,
silent block, mm), Damage, transmission
By
rubber element Ageing,
calliper
in ball joint Detachment
Bottom strap Looseness, Angularity,
Visually
of control arm Missing screw Oscillation
Excessively
Displaced, heated
Control arm crack, heat/ Visually bearing,
burn mark Angularity,
Oscillation

6.2 Primary Spring

Primary springs consist of nested steel coil spring
(internal and external) such that the direction of
inner spring is opposite to the direction of outer
spring and placed at a pitch of 900. It is seated on
upper part of the control arm on all the four bearings.
Centering disks, Rubber pad and adjustment shims
(if required) are provided to properly seat the spring.
The primary spring transfers vertical load to the axle.
It also helps the bogie to negotiate the twist in track.

33
 Exploded view of Primary Suspension system
Positioning/Pairing of springs:
Primary springs are to be positioned in bogie such that the
diagonally opposite spring sets are mirror image of each other,
as follows -

34
 Line diagram for pairing of Primary spring
Colour Coding of springs -
All coil springs to be used in LHB coaches are grouped in
different colour codes as per their basic properties. The colour
codes for different coaches needs to be observed. The detailed
properties and colour code for different primary springs are
enclosed as Annexure- I.
6.3 Bump stop
Bump stop is provided in the core of nested springs to
avoid tilt of bogie and coach in case of failure / excessive
deflection of primary springs and allows bogie to rest on
Bump stops. These are subjected to wear and may result
into crack, crushing, ageing.

Centering disc Bump stop Bump stop top welded in

bottom Y frame

35
 What to check means Limiting value
Crack, Without Calliper, Visual Depth of crack ≯
sharp edge, 8mm
External condition,
Detachment
Permanent Gauge clipper Height of Bump
deformation stop ≮ 22mm
6.3.1 Items to be checked:

How to
Item to be checked for Repercussion
check
Spring Damage, Crack Visually Weak,
and Breakage Ineffective,
Permanent set Testing of offloading
spring for
free height
Load deflection Testing
characteristic as per
specification
Match with the Visually Not suitable,
group colour offloading
Rubber Damage, Visually, By Excessive
Pad Breakage, Callipers vertical
Crack (≯10 mm), oscillation,
Deformation offloading.
(Thickness ≮ 30.7
mm)
Bump Damage, Crack, Visually Offloading
stop Breakage in case of
failure of coil
springs
6.4 Speed potential in failure en-route of outer coil
spring -
The LHB Coach is permitted to run up to the destination
with escorting C&W staff at a restricted speed of 80 Kmph,
subject to following : -
a) Only one outer spring is broken and all other coil
spring/air springs in primary as well as secondary
suspension are in good condition.
36
 b) The primary outer spring is broken at one location.
The corresponding rubber pad & primary bump stop
must be intact and there should be no oil leakage or
any physical damage to the primary vertical damper.
Further the control arm lug should not have any
marks of hitting with the head brackets.
c) The spring is not displaced from its position.
6.5 Primary Damper
The vertical hydraulic damper is connected in between the
lower part of the control arm and the bogie frame near
all the four wheels of bogie. It is provided to dissipate the
vibration energy and to dampen violent vertical oscillation
at the earliest.

Primary damper and Ball joint

37
 6.5.1 Items to be checked:

Item To be checked How to Repercussion

for check
Deformation, Weak,
Damper damage, Crack, Ineffective
Replacement Oil leakage large and
Visually
after 6 years persistent
mandatory Ageing vertical
oscillation
Fixing/
Loose, Missing, Excessive play,
fastener
Crack, Ageing, Visually damper will be
and rubber
Detachment ineffective
element

7 Curve Roll and Restrictor

Curve Rolls are provided at the two outer corners of the bogie
frame i.e. front of the leading trolley and back of the trailing
trolley (two per bogie and four per coach). It acts in conjunction
with the Restrictors provided in front and back of coach body
(four per coach) to restrict excessive relative rotation of coach
w.r.t. bogie and vice-versa in case of angularity, specially on
steep curves.

38
Exploded view of Bogie Body connection

Curve roll and Restrictor

39
 7.1 Items to be checked:

To be checked How to
Item Repercussion
for check
Corner Loose, Missing, Visually Ineffective,
roll and Crack, Damage Excessive bogie
Fittings rotation, Angularity
Restrictor Damage, Visually Excessive relative
Deformation rotation at curves

8 Axle Bearing and Wheel Slip protection

The axle bearing are self contained, preassembled, pre-
lubricated taper roller cartridge type bearings. The
manufacturing/ overhauling details of bearing is available on
end plate of bearings. The overhaul cycle is 1.2 million km.
The axle bearings on the bogie are fitted with sensors for
detecting speed (whose signal is elaborated by the Wheel slip
protection (WSP) system) and a current return device to avoid
damage to bearings.
The WSP device receives signal in case of differential rotations
in same bogie/ coach due to any defect in braking system.
Automatic brake is released on wheels moving slower on an
axle/ bogie/ coach.

CTRB Bearing

40
 WSP system, Earthing equipment
8.1 Items to be Checked:

Item To be checked for How to check Repercussion

Bearing Temperature ≯ 80° Non-contact Angular wheel
C type infra-red movement,
thermometer Longitudinal
Compare with jerk
mate bearing
on same axle
and bearings on
same coach
Bearing Any abnormal Rotate the If any
condition bearing roughness is
assembly detected while
rotating, the
bearing is not
fit.
Front cover If two or more Visually Angular wheel
of bearing axle end bolts of movement,
different pairs are Longitudinal,
found loose or Lateral and
missing Vertical
Bottom Loose or Missing oscillation
strap of screws
control arm
Control arm Displaced, crack, Visually Excessively
Heatburn marks heated bearing,
Angularity,
Oscillation
All Break, Damage, Visually Bearing
grounding Dislodged/open/ will behave
cables, WSP missing abnormally.
equipment, functioning of WSP Verify that the WSP will
Speed signal arrives behave
sensor correctly to abnormally.
the diagnostic
equipment.
Earthing equipment Visually
for wear spring
mechanism for self-
regulation.
41
9 Wheel & 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, may
cause excessive oscillation, higher
lateral forces, offloading, jerk and
poor guidance of wheel during
Wheel and Axle
movement.

9.1 Tyre Defects

Tyre defect gauge suitable for BG
high speed coaching stock is used.

9.1.1 Thin Flange

Thin flange

42
 To be How to
Item Repercussion
checked for check
Flange Thickness ≮ Measured Chances of bursting of
22 mm at a depth point due to entering
of 13 mm of flange between
from the Tongue and Stock rail
tip of the Excessive oscillation,
flange Lateral / derailment
forces, Increased
angularity of wheels

9.1.2 Sharp flange

Sharp flange

Item To be How to Repercussion

checked for check
Flange Radius of Checked Two roads at slightly
the tip of at the gaping points.
the flange tip of the Chances of bursting the
reduced flange as points due to entering
from 14.5 shown of sharp flange between
mm (New) in the tongue and stock rail.
to less figure Wheel flange bites the
than 5 mm with a rail causing high frictional
(Condemn) Tyre force and mounting of
defect flange on the rail.
gauge. Higher oscillation due to
inadequate transition from
wheel tread to flange.

43
 9.1.3 Deep Flange

Deep flange

To be
Item How to check Repercussion
checked for
Tread Height of the Place tyre defect Shearing of
flange more gauge as shown fish plate
than 35 mm above. Measured bolts at rail
(New-28.5 from the flange joint Hitting
mm) top to the point on at heel block
the wheel tread leading to
63.5 mm away track damage
from the back of and excessive
wheel. oscillation

9.1.4 Hollow Tyre/False Flange

Hollow tyre/ false flange

44
 To be How to
Item Repercussion
checked for check
Flange The projection Place the tyre A false flange may
& of outer edge defect gauge split open points
Tread of the tread as shown in while travelling in
is above the the figure trailing direction.
central portion above. Wheel with the
of tread by false flange also
more than may mount on
5mm nose of crossing in
facing direction.

9.1.5 Flat tyre

Flat tyre

To be How to
Item Repercussion
checked for check
Rim/ Tread Flatness of Place the tyre Chances of rail
of wheel the wheel defect gauge fracture due to
should not be as shown in hammering of
more than 50 the figure wheel on rail
mm on the above May also cause
circumference thermal cracks
of the wheel on wheel tyre
tread

45
 9.1.6 Worn Root

Worn root

Item To be How to Repercussion

checked for check
Radius Radius of the Place Contact face of wheel
of Root root shall not the tyre flange almost become
(Junction be less than defect vertical resulting in
of Flange 13 mm in guage as increase of effective
& Tread) service. (New shown flange depth.
16 mm) in the Excessive lateral
figure oscillation result in
above. chances of mounting
of flange over rail.

9.2 Thermal Wheel Defects

These defects are caused due to heating of wheel tyre,
highly loaded plastic deformation of tyre surface. The visual
inspection of wheels shall be more focused to catch these
flaws. The following wheel conditions should be paid special
attention during the visual inspections of the wheel.
9.2.1 Shattered Rim
A wheel with a
fracture on the
tread or flange.
This does not
include wheels
with localized
pitting or flaking
without presence
of any other

46
 rejectable condition.
Repercussions - Impact load, Severe oscillation,
Offloading
9.2.2 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.
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.
Repercussions -Impact load, Severe oscillation
9.2.3 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.” Railways
are facing the problem of wheel shelling on LHB
coaches. The shelling limit is as follows
Depth of shelling marks ≯ 1.5 mm.
Length of shelling marks ≯ 40 mm
47
Repercussions –
Impact load, Severe oscillation
9.2.4 Thermal Cracks
Thermal cracks appear
on a wheel due to
intense heating of the
wheel arising out of
slipping or skidding of
wheels. Such cracks
occur on the tread
and generally progress
across the tread in a
transverse & radial
direction.
Such wheels may be identified by presence of
flat places (even within acceptable limits) and
severe discoloration or blue black heating marks
on the tread.
9.3 Wheel Gauge
There should be no variation in the values of wheel
gauge -measured at three points 120 degrees apart
on a wheel set. However the actual value of the wheel
gauge can vary as per tolerances given in Table -
Wheel gauge
Standard 1600 mm
Maximum 1602 mm
Minimum 1599 mm

Measurement of wheel gauge

48
Measurement of Wheel Gauge are recorded duly indicating the
following:
a) Tightness or slackness of gauge
b) Whether any indication exists about shifting of wheel on
the axle.
Note:
It must be ensured that the back surfaces of wheels are
cleaned thoroughly before measuring the wheel gauge in
order to avoid erroneous readings.
Wheel gauge to be checked in no load condition.
Repercussions
- Reduced or increased wheel play
- If the wheel gauge is more than permissible limit,
there exists a possibility of a relatively newer wheel
hitting the nose of crossing.
- If the wheel gauge is less than minimum value,
there is a possibility of wheel hitting at the back of a
tongue rail while passing through the switch and thus
damaging the tongue rail.
9.4 Bent Axle
A bent axle starts wobbling during motion causing
severe vibrations. In order to confirm whether an
axle is bent or not, it must be checked carefully on a
sensitive machine or measuring table. Different value
of Wheel gauge at different locations on a wheel set
indicates bent axle.
9.5 Wheel Diameter on Tread
Wheel diameter is measured on the tread at a distance
of 63.5 mm from the inside face of the wheel with a
wheel diameter gauge.

Permitted variation in diameter

Same axle Same bogie Same coach
0.5 mm 5 mm 13 mm
Wheel Diameter New = 915mm Condemn size = 845mm

49
10 Bogie Brake Equipment
The Bogie Brake equipment includes brake cylinder, brake
calliper, brake shoes with snap lock gates and brake discs.
U-series brake cylinders with automatic slack adjustment
are used to operate the friction brakes in rail vehicles. The
automatic slack adjustment is provided to take care of loss in
the clearance due to wear (abrasion) on brake pads and brake
discs. The braking force is generated by charging the braking
cylinder, which intern press the brake pad against the brake
disc. Each axle is equipped with two brake discs.

Axle mounted brake disc with caliper unit.

50
 10.1 Items to be checked
How to
Item To be checked for Repercussion
check
Brake Externally for Visually Improper
Cylinder damage, cracks working
bellows, of brake
Brake system,
levers and Unequal
Hand brake braking,
equipment Increased
Slack Soiling and associated After Brake
adjuster working opening application/
mechanism the release
assembly time, Partial
braking
Steel piping For cracks/ damages/ Visually
and hoses ballast hitting and
leakages
Calliper pin Free movement Visually
joints
Brake pad Wear (residual Callipers Differential
thickness≮5 mm) brake
application
Brake-disc, Wear, defect, damage, Visual Unequal
Fastening thermal or fatigue braking
screws cracks, broken ribs,
loose, axial movement
along the axle (Free
movement)
Brake Clearance shall be Callipers Uneven
shoes approx. equal on both braking
side of same disc
andindividual and total
shallbe 1-1.5 mm
Gap 1 mm Callipers Affect the
between braking
pins and force
bushes

51
11 Coupler & Buffing Gears
The connection between two adjacent vehicles within a
train set is done by a “Coupler System” which is consisting
of the coupler itself and a draw and buffing gear. The center
buffer couplers are able to transmit both the tensile and
the compressive forces. Further the tight lock coupler by its
special design hinders the climbing of the vehicles in case of
an accident. The AAR type H coupler has some limitation on
transition curves. The “Coupler System” allows a vertical angle
of deflection of ± 7° and horizontal angle of deflection of ±
17°. The Main components of the coupler system are Tight
lock coupler head, Drawbar Guide (Supporting device) and
Draft gear.

Coupler assembly

52
 11.1 Tight lock coupler head (AAR type H)

Exploded view of CBC Head

11.2 Drawbar guide (Support)

The Supporting device comprises of four preloaded compression
springs. The device is placed on a platform and bolted to the
coach structure. The coupler head rests on the top wear plate
of the Supporting device and this device supports the coupler
weight.

53
 Supporting device

11.3 Draft Gear

The draft gear is a double acting (drawing & buffing)
device for energy absorption. The device is designed to
fit into the draft gear pocket of the coach and absorbs the
dynamic energy in both draw and buff modes.

1 Front Fork (Buff

Plate)
2. “H” Housing
3. Main Bolt
4. Wedge Key sub
assembly
5. Intermediate Plate
6. Elastomeric Pads
7. Round Nut
8. Front Wear Plate
9. Rear Stopper Plate
sub assembly
10. Lock Washer for
BDG Main Bolt
11. Bush

Draft Gear
54
 11.3.1 Items to be checked:
To be How to
Item Repercussion
checked for check
All bolt Loose / Visually High longitudinal
connection broken / forces, Jerk and
missing nut movement.
and bolt
Coupler Free Manually Capacity to
head movement negotiate
in horizontal vertical and
and vertical horizontal curve
direction. is restricted.
Coupler Free slack ≯Measure High longitudinal
assembly ½ in manually forces, Jerk and
movement.
Coupler 1105 – 1030 Measurement Misaligned
height mm Vertical Longitudinal
(Coupler center of forces lead
wear plate, Knuckle or to offloading
Shims center of Restricted
may be shank to rail Capacity to
inadequate) level negotiate
vertical &
horizontal curve.
Coupler Worn, Visually Coupler height
supporting Collapsed may change
device or broken
Equalizer spring/
springs or Cracks,
bolsters Breakage
Coupler Wear ≯ 3/16 Measurement Drooping
shank wear inch
plate

55
Coupler Excessive Using aligning May open up,
Wing Limit wear to the wing limit Parting of
front face gauge Trains, Lateral
and pivot lug Oscillations
or distortion
to the guard
arm or
interlocking
lug
Vertical Excessive By Vertical May open up,
height of distortion height Parting of
aligning and vertical aligning wing Trains, Lateral
wing height of pocket and Oscillations
Vertical Aligning guard arm
height of Wing and/ Gauge
guard arm or Guard
Arm of the
coupler head

12 Coach Under Frame

The front part of under frame is made by joining head stock and
body bolster. Two side sills of sole bar are made of W section.
Cross members of the frame are made of folded channel
sections. Floor is made of corrugated sheets. Corrugated
trough floor is plug welded from top with the cross members.

56
 12.1 Items to be checked

To be How to
Item Repercussion
checked for check
Under frame Loose and Visually The
hanging connected
parts, Fresh part will not
damage, be secured
Bent parts in position
Air brake Damage, Visually and not able
frame, Air crack to perform
brake pipe the desired
lines action.
Head stock, Damage, Visually, DPT
sole bar, Crack, Welds
Gusset sole bar near
plate, cross yaw damper
member, bracket
welds, body
pillars

13 Summary of defects of FIAT Bogie and LHB Coach

Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
1 Bogie Visually, DPT Should not have cracks
frame and or damages at critical
connected locations.
parts of Should not have loose
bogie. connections.
Height of the bogie
frame top from rail
level 925+0/-5 mm
Maximum No of
shims at bogie-body
connection 08 Nos. (1
metal shim = 05 mm)

57
2 Control Arm, Visual, Damages, Cracks,
its parts, Callipers, Go - Detachments,
rubber No Go gauge. Corrosion marks and
elements and sign of aging. Bore
bore. Diameter (≯ 230.5
mm). Rubber element
in ball joint should not
have cracks ≯ 10 mm.
Two or more axle end
bolts should not be
loose or missing.
Screws of different
pairs of bottom strap of
control arm should not
be loose or missing.
There should not be
any heat/ burn marks.
Clearance between
safety pin and lug of
control arm -
Top=45 mm, Bottom=
37.5 mm
Height from rail level
to the control arm
bracket##
Variation in this height
at all locations on
bogie##
3 Primary Visual, Free Damage, cracks and
Spring height of breakage.
spring, Colour Permanent set,
of paint on Load deflection
spring characteristics.
Primary Spring height -
As per Annexure I
Colour of paint on
spring should match
with group colour.

58
 Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
4 Rubber disc Visually, DPT. Damage, cracks and
and bump breakage Clearance
stop for between primary
primary vertical bump stop gap
suspension 8mm
Maximum number of
shims at vertical bump
stop##
5 Dampers Visually Deformations, damage,
(Primary, cracks and oil leaks,
Secondary Ageing.
and Lateral) Replacement after 6
years is mandatory
6 Fixings/ Visually Loose, Missing, Cracks,
fasteners Ageing, Detachments
and rubber
elements
7 Bolster beam Visually, DPT, Damages, cracks and
and assembly breakages
Height of bogie bolster
base plate (machined
surface) from rail level
(Tare) - 930 + 6/-2
mm
Variation in this height
at all location on
bogie##
8 Secondary Visually, Damage, cracks and
suspension Testing of breakage.
Steel Coil spring for Permanent set
Spring and free height
Rubber Testing as per Load deflection
spring specification characteristics.
Colour of paint Colour of paint on
on spring spring should match
with group colour

59
 Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
8 Ageing, Crack,
Damage, Detachments
Height of Spring
(Outer/ Inner) - As per
Annexure II
Clearance between
Secondary Vertical
Bump stop gap##
Clearance between
bolster beam upper
spring seat from
bottom surface to
top surface of bottom
spring seat (Bolster
spring height)##
Height of top plate of
side frame to upper
face of spring seat##
Variation in this height
at all locations##
9 Rubber Visually, Height of Spring – 235
spring Calipers mm (New)
Horizontal length of
crack ≯ 30 mm
Vertical length of crack
≯ 10 mm
Crack depth ≯ 4 mm
10 Rubber ring Visually, Ageing, Crack, Damage,
and miner Calipers Detachments
pad Crack Size
Horizontal length ≯ 10 mm
Vertical length ≯ 40 mm
Crack depth ≯ 5 mm
Height 90 mm to 95
mm

60
 Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
11 Secondary Visual, Damage, Leakage,
suspension Calliper, By Bulging of bellow,
Air Spring, soap water, Water collection in
Air Pressure bellow, Corrosion
Suspension Gauge of bottom and top
pipe, mounting plate
Installation Height of air spring =
lever & 289 – 294 mm
Limiting
valve, Duplex Height of installation
valve, lever
FIBA and Chocked valves
Emergency Working of FIBA
spring
Isolating cocks for
actuation of FIBA
Cracks, Ageing,
Detachments in
emergency spring
12 Anti roll bar Visually, DPT All fixings and
assembly fasteners, links and
brackets, Pins, screws
should not be missing,
loose, cracked,
having damages and
corrosion.
Depth of Crack in ball
joint ≯ 10 mm
Bearings Grease should
not be oozing out.
13 All Rubber Visually Loose, Missing, Cracks,
and Rubber/ Damages, Ageing,
Metal Bonded Detachments
Components,
Joints,
Bushes,
Seals,
Fasteners.
61
 Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
14 Traction Visually, DPT, Examine traction lever
center Calliper. and rods, and plates
assembly for cracks, damages
and corrosion.
Free to move, not
blocked by any foreign
objects.
Bush - Loose, Missing,
Damage, detachment,
Crack Depth of Crack ≯
6mm
Ball joint- External
conditions,
Detachments, Crack
(without sharp edges) -
Depth of Crack ≯ 8mm
Bump Stops shall not
be loose, missing,
cracked, damaged or
crushed.
Lateral bump stop –
Projected length 30
mm, Crack - Length
of Crack ≯ 60 mm,
Depth of Crack ≯ 7 mm
Clearance from traction
center 25 mm+5/-2
Longitudinal bump
stop – Length of Crack
≯ 23.5mm Clearance
from traction center
8mm + 5/-2
15 Curve roll, Visually Loose, Missing, Crack,
Fitting, Damage, Deformation
Restrictor

62
16 Bearing Using Check temperature
noncontact (80° C) and compare
type infra-red with mate bearing on
thermometers, same axle and bearings
Visual With a on same coach.
dial indicator Look for sign of grease
mounted on a leakage.
magnetic base. Rotate the bearing
assembly and feel for
any rough condition.
Note down details of
bearing from metal
identification tag with
the mounting date
crimped to the outer
case of the bearing.
Examine front cover
of bearing and bottom
strap of control arm for
Loose/ missing screws.
Two or more axle end
bolts of different pairs
is not allowed to be
loose or missing.
Bearing mounted end
play shall be within the
limit.
Bench End Play (0.58 -
0.64 mm).
Mounted End Play at
installation (0.096 -
0.330 mm).

63
 Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
17 Grounding Visual Examine all cables for
cables breakages, damages,
wheel slip dislodged / open /
protection missing
(WSP) Ensure functioning of
equipment WSP by verifying the
(S) Speed correct signal arrival
sensor to the diagnostic
equipment.
Examine the earthing
equipment for wear.
Examine the spring
mechanism for self
regulation.
18 Brake gear Visual Calliper Examine brake Cylinder
assembly bellows, brake levers
and Hand brake
equipment externally
for damage, cracks.
Examine slack adjuster
mechanism for soiling
and associated working
Examine Vent/exhaust
plug and bellows relief
valve for obstructions.
Examine air brake
piping and hoses for
cracks/ damages/
ballast hitting and
leakages
Examine calliper
pin joints for free
movement

64
 Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
18 Examine brake pad,
brake-disc, fastening
screws for wear, defect,
damage, thermal or
fatigue cracks, broken
ribs, loose, axial
movement along the
axle (free movement).
Look for groove near
the periphery, it shall
be visible.
Wear (residual
thickness 5 mm)
Check brake calliper for
correct operation
Examine brake shoes
for clearance which
shall be approx. equal
on both side of same
disc; and individual and
total clearance shall be
within 1-1.5 mm.
Permissible wear
between pins and
bushings of brake-disc
shall be 1 mm.
Clearance between
brake disc bottom to
Rail level 137.5mm

65
 Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
19 Center Buffer Visual, Look for loose / broken
Coupler Vertical Height / missing nuts and
Aligning Wing bolts.
Pocket and Check whether
Guard Arm movement in horizontal
Go - No Go and vertical direction is
gauge, Buffer free.
height gauge Look for worn,
collapsed or broken
springs of supporting
device.
Check Shank wear
plate Wearing ≯ 3/16
in.
Check coupler wing
Limit.
Check vertical height
of Aligning Wing and/
or Guard Arm of the
coupler head.
Examine whether CBC
is drooping
Standard Buffer height-
1030 mm to 1105 mm
20 Wheel Tyre Defect Check wheel tyre
defects. Gauge (Go - profile with Tyre Defect
(Thin Flange, No Go Gauge) Gauge as shown in
Sharp Flange, Para 10.1:-
Deep Flange, Thin Flange- Flange
Hollow Tyre/ thickness reduces to
False Flange, less than 22mm thick
Flat Tyre,
Worn Root.) Sharp flange- Radius
at flange tip reduces to
less than 5mm.
Deep flange - Height
of the flange becomes
greater than 35mm.

66
 Measurement
S Item of Permitted Range/
Method/
N Inspection Condition
Equipment
20 Hollow Tyre/False
Flange- Projection
of outer edge of the
wheel tread above /
below the hollow of
tyre exceeds 5mm
then the worn tread is
called Hollow Tyre and
outer edge of wheel is
called false flange
Flat tyre- Maximum
permitted flatness of
wheel is 50mm
Worn root - Root radius
reduces to less than
13mm.
21 Wheel gauge Wheel gauge Maximum-1602 mm
Minimum- 1599 mm
22 Wheel tread Wheel Maximum-915 mm
diameter diameter Minimum-845 mm
gauge
Coach body Visually, DPT Under frame, Head
stock, Sole bar, Gusset
plate, Cross member,
Welds, and Body
pillars.
Loose and hanging
parts and for fresh
damage, bent parts.
Damages, cracks in
welds connecting yaw
damper bracket with
sole bar, Restrictor,
Part used in Bogie body
connection
##
- The shop schedule limit for these measurements vary as
per coach variant and Annexure 10.2 of RDSO LHB Maintenance
67
Manual Vol. II, 2022 may be referred for respective type of
coach.
All rubber wear parts to be checked for external condition,
cracks, detachment between rubber and metal parts and
permanent set.
While assigning contribution in derailment each of the dampers
should be associated with respective mode of vibration.
The elastic properties of rubber change during lifetime, due
to molecular alterations of the material. This phenomenon is
called ‘ageing’. Cracks of Rubber component should be checked
on cracks without sharp edges to know about the ageing.

68
14 Check list of important items for derailment
investigation For FIAT (LHB) Bogie. As per latest
proforma for carriage vide Railway Board letter
No.2018/ Safety (A&R)/1/8 dated 25.01.2019

Measurement
Sl. No. in
Item of Inspection Instrument/
Proforma
method
2 Date of incident & time As per actuals
3 Train No As per actuals
4 Details of BPC along with As per actuals
the name of the station,
where issued and Engineer
C&W who issued it.
5 Vehicle No As per actuals
6 Type As per actuals
7 Tare in tones As per actuals
8 Carrying capacity in tones As per actuals
9 Built date As per actuals
10 Return date As per actuals
11 POH Details As per actuals
12 & 13 Station (from-to) As per actuals
14 Position from the engine. As per actuals
15 Wheel Gauge in mm (to Wheel Gauge
be measured at three
locations) measured in
empty condition at the
horizontal plane passing
through the center of the
axle.
16(i) Wheel Diameter Wheel Diameter
Measurement gauge
16(ii) Record whether below
condemning size (Yes/ No)

69
 17 Any indication of bent axle Visual, Wheel
or wheel having shifted on Gauge
axle
Wheel and axle face visual
particulars in case of
breakage of wheel/ axle.
18 Axle face particulars. In Visual
case of breakage of any
axle/wheel. 1L-1R, 2L-2R,
3L-3R, 4L-4R
19 Ultrasonic particulars on Visual
the hub of the disc in case
of breakage of any axle/
wheel. 1L-1R,2L-2R,3L-3R,
4L-4R
20 Stamping particulars Visual
on wheel disc regarding
manufacture RA/RD in case
of breakage of any axle/
wheel. 1L-1R, 2L-2R, 3L-
3R, 4L-4R
21 Observation after Tyre Defect
measuring the profile with Gauge, Go-No Go
wheel defect gauge (Good/ Gauge
Reject able) (L)
22 Observation after Tyre Defect
measuring the profile with Gauge
wheel defect gauge ( Good/ (Go No Go
Reject able) (R) Gauge)
23 Condition of axle box rear Visual
and front covers/end cap
(FIAT)
24 Roller bearing- Condition of Visual
face cover plate.
25 Condition of bearing seal Visual
& studs/locking plate and
bolts (FIAT)
26 Condition of roller bearings Visual
and its components

70
27 Condition of coil suspension Visual Inspection/
spring, i.e. Normal/ Measurement
Fractured (Old/ Fresh) with Height
Gauge/ Go-
NoGo Gauge/
Measuring steel
tape
28 Condition of Rubber spring Visual, Steel rule
i.e. Normal/ Cracked
including length of crack,
(For LHB only)
29 Condition of air spring Visual
including leakage in pipe.
30 Deflected height of coil Measurement
spring after re-railing on
level un-canted track
34 Condition of Rubber Disc Visual
and Bump stop of primary
suspension (For LHB)
35 Height of Bogie bolster Measuring tape/
base plate from rail level Steel rule
(For LHB)
41 Condition of Hydraulic Visual
Dampers
42 Condition of Anti-roll bar Visual
(For LHB)
45 Condition longitudinal / Visual, Force
lateral flexibility of deflection test
secondary spring (For LHB)
46 Clearance between Support Steel rule
frame and longitudinal /
Lateral Bump stop (for
LHB)
47 Remarks regarding free Visual
movement of bolster and
pivot and their condition

71
 48 Condition of grounding Visual
cables, Wheel slip
Protection (WSP), and
speed sensor (For LHB)
49 Brake Gear Visual
50 Buffer/ coupler Height (to Visual / Buffer
be taken on an uncanted Height Gauge
track after uncoupling and
re railing (Front)
51 Buffer/ coupler Height (to Visual / Buffer
be taken on an uncanted Height Gauge
track after uncoupling and
re railing (Back)
52 Condition of side buffers Visual
Working, dead, drooping,
and entanglement.
53 Details of broken parts Visual
giving locations w.r.t point
of mount and derailment
and whether breakage
considered due to
Accident.
54 Any other defect in the Visual
vehicle which may have
contributed to or caused
the derailment such as
condition of the coupler,
draft gear pocket, shearing
plate etc.
55 List of damages to the Visual
coach due to accident.
56 Other observations Visual
considered relevant to
derailment.

72
 Annexure –I
Details of Primary Spring for different variants of LHB Coach

73
 Annexure -II
Details of Secondary Spring for different variants of LHB Coach

74
 Annexure –III
Updated LHB coach variants with Transportation code

SN Description of coach Transportation

code
1 EOG First AC Coach LWFAC
2 AC-2Tier EOG Sleeper coach LWACCW
3 AC-3Tier EOG Sleeper coach LWACCN
AC 3 Tier Coach (Humsafar) LWACCNH
AC-III Tier, Economy coaches LWACCNE
4 Layout of LHB AC Hot Buffet Coach LWCBAC
5 1st AC cum AC-2 Tier EOG Sleeper LWFCWAC
composite coach
6 1st AC cum AC-2 Tier Sleeper LWFCWACA
composite coach
7 AC Executive Chair Car LWFCZAC
AC Executive chair car (Tejas) LFCZAC
8 AC Chair Car LWSCZAC
AC Chair Car (Tejas) LSCZAC
9 EOG AC Track Recording Car LRZAC
10 EOG AC Track Recording Staff Car LRDAC
11 Data acquisition and analysis car LWOGCARAC
(LHB EOG AC Oscillograph car)
12 LHB EOG AC Observation Car LACOC
13 Anubhuti Coach LWAFCZAC
14 Brake, Luggage Cum Generator Car LWLRRM
15 High Capacity LHB Power Car With LWLRRMH
750 KVA DA Set
16 II AC Double Decker Chair Car LWSCZDAC
(EOG) (Width 3135mm)
17 II AC Double Decker Chair Car LWSCZDAC-1
(EOG) (Width 3050mm)
18 EOG Inspection Carriage LRA
(Administrative)

75
 SN Description of coach Transportation
code
19 EOG AC Inspection Carriage LRAAC
(Administrative)
20 EOG/HOG compliant AC Brake, LWLRRMDAC
Luggage cum Generator car (Single
DA set) with compt. for Divyangjan
passengers
21 EOG AC Vistadome coach LWCTZAC
22 EOG AC-3 Tier Economy LWACCNE
23 Pantry cum Dining car for Deccan LWCBACDQ
Queen Exp. Platform
24 High Capacity Parcel Van LVPH
25 GS Coach (Antodaya) LWS

EOG= End On Generation

HOD= Head On Generation

References
1. LHB Maintenance Manual Volume II vide IRCAMTECH/
GWL/MECH/2022-23/LHB/Manual/1.1, July - 2022
2. Maintenance of Air suspension system vide CAMTECH/
M/C/2010-11/Air Sus. System/1.0, November – 2011
3. IRICEN publication - The Investigation of Derailments,
August 2014
4. IRCA Conference rule Part IV
5. Study Content available on internet

76