A Brief on POH procedure in the Workshop:

A Joint check of the incoming wagons by RPF and Mech Dept representatives for deficiencies
and segregated into nature of repairs i.e., Heavy, medium and light repairs, due or not due
(unloadable), requiring rehabilitation etc., and these wagons are kept in stabling lines, cleaning of
wagons is carried out to assess thickness of floor for replacement if thickness is less than 2.5 mm.

Inspecting staff mark the corroded panel patches on wagon body, floor Under frame
members etc., and for rehabilitation of wagons both side bodies, end bodies and complete floor is
marked .

Wagons are fed into stripping shop, According to the marking of standard patches are cut
with gas cutting and pneumatic chisels. Wagons after stripping are moved to body repair shops by
surface traverser.

In repair Bays, brake gear pins are dismantled and wagon body is lifted from bogies and
placed on trestles with the help of EOT cranes. Bogies are sent to Bogie shop for repairs.

Coupler bodies, draft gears, Airbrake equipment like Auxiliary reservoirs, Brake cylinders,
D.V.s, SAB etc. are dropped for overhauling in respective sections.

Attention is paid to the wagon body for the following defects:

1. Corroded panels of side body, end body and floor plates by fitting standard size patches of
copper bearing steel.
2. Puncturing of panels due to improper loading.
3. Bulging of ends and sides due to shifting of loads.
4. Tearing of panels, fracture of sanctions and shearing of rivets due to shifting of loads and
severe impacts.
5. Corrosion of stringers, crossbars, headstocks, cross bar gussets, bolster gussets etc.
6. Slackening and corrosion of rivets
7. Striker casting cracks and corroded or slack rivets.
8. Weakening of welded joints due to loss of weld metal by corrosion wear and tear.
9. Weakening of door hinges, pins, damaged doors/items.
10. Cracking of stanchions and other structural members because of abnormal loads and due
to defective clamping on tripplers.
11. Wear and tear or breakage of miscellaneous fittings such as ladders, cleats, lable holders
etc.
12. Repairs of end and side body top corners.
13. Bent top and middle copping channels.
14. Corroded sole bars requiring overlap patching or complete renewal. Cracked sole bars
requiring joint as per standard procedure given in IRCA PART-III.
15. Corroded or damaged headstocks, bolsters.
16. Missing/broken door check springs.
17. Worn out /cracked center pivot top, slack or poor rivet head rivets.
18. Weakened AR beds, D.V.Brackets, Cylinder Brackets etc.
19. Damaged side operating hand break wheel footsteps, ladder footsteps on end bodies.
20. Center Sills damaged due to accidents requires leveling and overlap patching. As per latest
instructions, no joint on center sill is allowed.
21. Missed, damaged or jammed brake gear links and hand brake items.
 In addition to above repairs, the following modifications are also being done as per the
instructions from RDSO:
1. Blocking of middle door at both sides by panel patching and middle coping channels.
2. Blocking of drain holes.
3. Strengthening of empty load brackets by angular pieces.
4. Provision of modified end body footsteps.
5. Provision of safety loop for CBC operating rod.
6. Provision of top and bottom corner gussets at end body and side body joints.
7. Strengthening of doorways by vertical channels of ISMC 100 x 50.
8. Provision of crib angles on the floor.
9. Provision of additional 52 Nos. of tarpaulin cleats.
10. Provision of sole bar protection plates at doorways.
11. APDs for CBC knuckle pin.
12. Modified end body ladders.
13. Strengthening of horizontal lever support bracket.
14. Provision of APD for hexagonal empty tie rod.
15. Provision of 125 x 65 ISMC top coping channel for side bodies.
16. Provision of end middle coping on sidewalls.
17. Modifications to side stanchions.
18. Increase in permissible carrying capacity i.e. from 20.3 T to 22.9 T and also to 25 T axle
load.
19. Provision of CP rubber washer in center pivot.

After completion of necessary repairs and modifications wagons are lowered on overhauled
bogies. All brake gear items are coupled and wagon is tested with Single car test rig for leakages in
air pipe system, cylinder functioning and ensuring piston stroke to 130 +/- 10mm on load and 85 +/-
10mm on empty operations.
The wagon shall be painted after foreign and dirty materials on wagons will be removed by using
scrapers and surface will be cleaned as per the procedure given in general standard specification G-
72 . Since, the surface preparation for the wagon shall be done manually, two coats of ready mix red
oxide zinc chrome primer IS-2074(92) will be applied to all the newly fitted patches, side bodies, end
bodies given with minimum dry film thickness of 80 microns. Then two coats of ready mixed paint,
red oxide, brushing finishing, semi gloss to IS-406 & IS – 126-62 with minimum dry film thickness of
120 microns shall be applied.
After attending all repairs, painting and stenciling, testing of air brakes etc., the wagons are
offered for Neutral Train Examiner for fit certification. After getting fit certification, the wagon is
weighed on weighbridge and tare weight is stenciled on the wagon before dispatching for traffic use.
Nature of repairs required in wagon body:
i) Conversion of panels, floor plates and side stanchions.
ii) Puncturing of panels due to improper loading, inadequately secured
consignments or delibrate tampering and due to corrosion.
iii) Bulging of end bodies due to shifting of loads.
iv) Tearing of panels, fracture of stanchions and stearing of rivets due to sever
impacts and shifting of loads.
v) Corrosion of floor, end floor angles and with angles.
vi) Bulging of side usually occur after a prolonged prolonged period in service.
vii) Slacking of rivets due to combined effect of against, corrosion wear and tear.
viii) Wearing of welded joints due to loss of weld metal by corrosion, wear and tear.
ix) Wearing out of door hinges.
x) Damage to door fittings because of wear and tear or by mishandling.
xi) Distribution of doors mainly because of mishandling.
xii) Failure of welding joints.
xiii) Distribution or cracks of stanchions and other structural member because of
abnormal loads eg. Those due to defective cramping on tipples.
xiv) Wear and tear or breakage of miscellaneous fittings, such as ladders, foot steps,
rope elects label holders etc.

Causes for corrosion in wagon body:

i) Water logging in crevices and overlaps. This is greatly accentuated if cleaning is neglected
since the accumulated dust and refuse retain moisture for a prolonged period.
ii) Contact of panels with residues from corrosion consignments eg. Salt, fertilizers
sulphur contents etc.
iii) Spillage of corrosion fluids due to defective packing or rough handling.
iv) Escape of corrosive vapour from the consignment.
v) Inadequate protection from measuring because of poor painting or inadequate
surface preparation.
vi) The current practice is to paint only the exterior of the wagon body and not the
interior, except for inside panels upto a height of 230 mm from & floor rivet
seems and in the case of covered wagons. The interior is left largely unpainted
because paints have hirth to not bear available which could withstand the
constant scrubbing action of the consignment against the wagon walls. It is
nevertheless a fact that most of the time corrosion originates from the interior
of a wagon rather.
Anti corrosive measures:

i) The most important anti-corrosive measures to be taken in day to day working is to

ensure that the wagon is kept thoroughly clean and receives special attention in this
respect after it has transported a corrosive or hygroscope commodity.
ii) The second important step to prevent corrosion is to ensure that cleaning surface
preparation and painting are carried out with due thoroughness. The correct
procedure to be followed in major maintenance schedules. This procedure to be
adopted at the time of minor repair should come as close to this as practicable.
iii) While attending the misc. repairs panel patching or welding it is important to ensure
that the surface in contact are well fitted to anoide water packets. Due care is to taken
to clean and paint the affected surfaces to prevent corrosion by electrochemical action.
Maintenance schedule:

i) Trip examination at originating and terminating station.

ii) Routine overhauls (ROH)
iii) Sick-line examination
iv) Trip examination.

Repairs to Sole bar:

Sole bars are from ISMC 250x90 met channel of copper bearing mild steel for all bogie
wagons except on BOXN CR wagons where the channel is of IRSM-41 Corten steel.

Generally damage to sole bar occurs at location adjacent to headstock. It is repaired in the
following three methods:

i) Cutting of entire sole bar portion and grafting a new portion prepared out of
channel of the same section. Such type of replacement is always supported with
double flanged ‘U’ shaped sole bar patch nor less than 10mm thick and a back
plate is to be also provided.
ii) Cracks at flanges and met are given proper repairs by electric welding as per the
instructions contained in IRCA Part-III rule book and issued by authorities from
time to time. Cracks extending upto webs are duly support with plain or flanged
patch as the case may be.
iii) Slightly vent sole bars are however repaired by local heating and straightening it
the flanges are only bent the same are straightened by a jawed crow bar.
iv) The patching has to conform to IRCA Part-III Rules No.2.11.3.
v) No patch shall be less than 10 mm thick. Every patch shall be riveted to sole bar
web and flange.
vi) The out patch shall cover the full depth of the web and full width of the crack
flange top or bottom.
vii) The inner patch shall cover the full depth of the channel and shall be of the
same length as per the outer patch to the extent possible.
viii) Where inner and outer patches cannot fitted due to the presence of other
fittings on the sole bar only the outer or inner patch may be fitted. The
thickness of the patch plate in such cases shall not be less than 14mm.
ix) The cracks in mild steel sole bar flanges may be repaired by welding.
x) Existing rivet holes shall be utilized for patch rivets.
xi) Additional rivets shall be of diameter not less than 16mm at a pitch of not more
than 90mm.
xii) The length of the sole bar patch plate should not be less than 508mm.
xiii) Experience shows that on BG wagon the underframe of open wagon gets
damaged more often than covered wagons because heavier loads are generally
carried in open wagon. This also leads to higher incidence of damage during
shunting in case of uneven loading or when the consignment is not secured
properly inside the wagon.
xiv) Generally pitting/corrosion on sole bar web at door ways on open wagons. The
provision of protection plates to sole bars at these location 3.15 mm thick
copper bearing mild steel protection sheet is to be welded around the web
 below the door opening area it the thickness of the web has not been reduced
by more than 2mm. Where as by 5mm copper bearing mild steel plate if the
reduction in the web thickness is more than 2mm but less than 5mm. As the
web thickness of the sole bar of ISMC 250 x 82 is 9mm it concludes that any sole
bar web found to be less than 4mm should be replaced.
DISTRIBUTOR VALVE

The overhauling procedure to be followed at the base workshop is given in the reconditioning
process flow chart as shown. The process is as under.

1. Cleaning

Remove all dust filters and the rubber gasket from the distributor valve flange and dip assembled
valve in soap solution tank with detergent soap solution. Blow dry with compressed air.

2. Disassembly

After cleaning the distributor valve from outside, it is then disassembled into its sub-assemblies
separately.

Note : It is recommended that different sub-assemblies be kept separate and be disassembled in

separate areas in order to prevent interchange of parts. All rubber parts, rubber bonded parts and
springs should be changed at the time of POH.

3. disassembly and cleaning of subassemblies

➢ For disassembly of distributor valve use holding fixture.

➢ Disassemble all sub-assemblies into their components. Use diaphragm tool to remove
diaphragm. Remove possible rust residues in housings in the dry condition with a soft wire
brush. Clean all parts and dry them by means of compressed air. All air passages in the
housings must be free of rust residues. Clean top cover and bottom cover chokes.
Note: Keep cleaned components of sub – assemblies separate from uncleaned parts and from parts
of other sub – assemblies. Handle valve seats. High surface finish parts and small components with
extreme care in order not to damage these parts.

4. Treatment of individual components

 a. Clean rust residue on housing with wire brush. The housing should be rewaxed.
b. All screwed in parts must move easily in their threads. Parts with damaged threads should b
replaced.
c. Replace all the springs in every POH.
d. The sheet metal cover must be painted black and straightened if deformed.
e. All filters must be slightly coated with light Vaseline after cleaning.
f. All fine mesh filters installed in valve must be checked for damage. Damage filters must be
replaced.
g. All exhaust plugs must be cleaned. Ensure all hoses are free of paint.
h. Ensure all chokes are damaged or clogged. Damaged chokes must be replaced or rectified.
i. Rubber bonded parts and valve plates should be checked for rubber swelling and deep
identification marks and scratches. All defective parts should be replaced.
j. All diaphragms, O-ring, K-rings, grooved rings and other rubber sealing rings including
bonded parts and springs should replace, every time the distributor valve is dismantled and
overhauled during POH. The recommended kit only to be used.

Caution : Ensure that the parts are stored in such a way that they are not damaged. This applies
especially to valve stems, pistons, piston stem with seals and parts with valve seats.

5. Assembly of distributor valve.

For assembly of distributor valve, use the holding fixture

a. The individual moponent elements must be assembled first.

b. All sliding parts, guide members, and seals as well as the notched segment of the isolating
valve (in the distributor valves with a spring loaded handle) must be lightly greased with H.P.
LITHON No.2, and checked for smooth functioning.
c. Care must be taken to ensure that the groove of the grooved rings always face against the
direction of the air pressure.
d. All screwed joints in which no rubber rings are inserted must always be fitted with new flat
sealing rings.
e. Only cap nuts, and plugs with a socket head, which are used for closing machined holes, if
they have to be opened or replaced, should be screwed in with a calbe grouting compound.
The cap nuts and plug must be heated to about 1000 C for application of the grouting
compound but must be allowed to cool again before screwed in. all nuts and screws of the
following sizes must be tightened with a torque spanner. The specified torque values to be
observed are given below:

For Thread M8 : 1.7 to 2 m – kg

For Thread M10 : 2.3 to 2.8 m – kg

For Thread M12 : 5.5 to 6.5 m – kg

 6. Assembly of individual subassemblies.

➢ Start assembly of three pressure valve as shown in the sectional assembly drawing in the
sectional assembly drawing of Fig (1). Refer blow up figures for identification of parts.
For assembly of the K-ring of (54) with the supporting ring (55) and the toothed ring (57)
an assembly punch (4A 93186) must be used. After installation of the control sleeve (53)
and the valve plate (56), the travel of the control sleeve must be measured with depth
gauge from the upper flange side. The stroke must be between 0.3 and 0.5 mm.
➢ For assembly of diaphragm (16) on the C-Piston of valve plate (58) of the three pressure
valve, use diaphragm tool (4A 54802). When assembling the diaphragm (16), the bulge
of the diaphragm must be lightly pressed into the groove of the tree pressure valve top
cover (2). The portion of the diaphragm which goes into the housing (1) should be lightly
greased with H.P. Lithon 2 so that it can be easily silded into the recess of the valve
housing (1).
➢ The spring (13) of the C-piston and pre-assembled valve set (7,8, 9, 10, and 11) are
assembled after the top cover (2) has been installed.
➢ The assembly of the maximum pressure limiter (35, 47, 64, 65, 66,67,68 and 70) is done
as shown in sectional fig (1) the locking screw (66) is tightened by using wrench
(4A47440). The brake cylinder pressure adjustment is done by pressing down diaphragm
plate (64) with adjustment gauge (4A 54754) to the valve seat and turning the adjusting
ring (67) to stop on the adjustment gauge. The maximum brake cylinder pressure
increases when the adjusting ring is turned clockwise and reduces when turned anti-
clockwise.
➢ To secure the adjusting ring against undesired movement, its thereads must be coated
with cable grouting compound before it is screwed in. the adjusting ring must be
screwed in and adjusted by means of the flexible adjusting tool (4A 59318).

Note: When the adjusting ring is turned in, ensure that both the radial bores in the ring and the
groove on the face of the housing are not clogged with sealing compound.

➢ The assembly of the minimum pressure limiter (33,35,47,50,51,62 & 63 ) is done as show in
sectional drawing Fig.1
➢ The assembly of A-controller (33,35,37,44,45,46,47,48,49,50,51 and 52) is done as shown in
the sectional drawing Fig.1
➢ The assembly of U-controller (27,29,30,31,32,33,34,35,36,& 37) is done as shown in the
sectional drawing Fig 1.
➢ The assembly of R-charger, Bottom cover with quick release valve, choke cover, side cover
and bracket with control chamber is done in accordance with the assembly drawings Fig.2, 3,
Fig. 4, Fig. 5, & Fig. 6. Refer blow up charts for identification of parts.

7. Final Assembly of Distributor valve.

➢ Assemble the sub-assemblies to the base valve.

Note: All diaphragms must be slightly greased to slip into the recesses of the base valve. Tighten all
nuts and bolts with the specified torques. Use new spring washers for all nuts and blots.

Common pipe bracket, control chamber and intermediate flange

These are the castings and does not require any maintenance. At the time of POH, these castings
should be cleaned, phosphated and wax coated.

The filter in the common pipe bracket should be cleaned periodically and if necessary to be replaced.

Installation

Prior to installing the vale, thoroughly clean the sealing surface of the pipe bracket. Refer fig. (6) for
bracket with control chamber.

The distributor valve is fastened by four hexagonal nuts and lock washers (19 mm wrench). Tighten
the four nuts crosswise. Evenly in several steps. Tightening torque required is 55 to 65 Nm.