Objective- To control vertical damping Axle

box guides are of cylindrical type welded to

the bottom flanges of the bogie side frame
with close dimensional accuracy. These
guides together with lower spring seats
located over the axle box wings, house the
axle box springs and also serve as shock
absorbers. These guides are fitted with guide
caps having nine holes of diameter 5 mm
equidistant through which oil in the lower
spring seat passes under
Axle Guide
Pressure during dynamic oscillation of coach and
provide necessary damping to primary suspension
to enhance better riding quality of coach. This type
of rigid axle box guide arrangement eliminates any
longitudinal or transverse relative movement
between the axles and the bogie frame.
The quantity of oil required to achieve 40 mm oil
level above the guide cap in modified arrangement
is approximately 1.6 liters and in unmodified
arrangement is approximately 1.4 liters. As it is not
possible in open line to distinguish between
modified and unmodified arrangements, 40 mm oil
level is standardized for both.
Dash Pot Assembly
Axle Box Seating Arrangement into
the Dash Pot step by step.
1. Axle Box Wing
2. Lower Rubber Pad
3. NFTC Packing
4. Dash Pot
5. Compensatory Ring
6. Primary Spring
7. Iron Ring
8. Upper Rubber Pad
9. Dash Pot Cover (Protection Tube)
10. Oil (Servoline 150)
11. Axle Guide
12. Sole Plate (Axle Guide welded to sole
plate)
13. Under Axle Guide cap ( Nine holes)
14. Upper Axle Guide one hole & Air Vent
Screw.

Parts Of Axle Guide.
1. Guide
2. Guide Cap
3. Guide Bush
4. Circlip
5. Rubber Packing Ring
6. Guide Ring
7. Dust Shield
8. Axle Guide Spring

Important Data of Axle Guide.
Modified
Axle Guide
Non Modified
Axle Guide
(a) Oil Level Height Above Guide
Cap
40 mm 40 mm
(b) Oil Level Height Below Guide
Cap
92.5 mm 66.5 mm
(c) Guide Cap Thickness 10 mm 13 mm
(d) Total Height ( a + b + c) 142.5 mm 119.5 mm
Total Oil required 1.6 Lts 1.4 Lts
Free Height of Oil Level before
assembly
104 mm 88 mm
Axle Guide Cap Welded Threaded
Items to be Examined of Dash Pot
Assembly
a) Check upper & lower rubber washer / pad for
perishing
b) Hydraulic dash pot & dash pot cover
c) Leakage of oil from dash pot
d) Air vent screw loose or deficient
e) Axle box wing / lug broken or cracked
f) Compressed or broken primary spring
NB: At the time of examination ensure proper
tightness of the air vent screw.
The draft gear is interposed between the
coupling mechanism and the under frame
of the coach to transmit tractive forces
without shock. Metal bonded rubber
springs are used for this purpose on
coaching stock. Enhanced Draw gear &
Screw coupling with a proof load of 75
Ton breaking load 130 Ton are used. 75
Ton denoted by single yellow dumble.
Main Parts Of Draft Gear
1. Screw Coupling, Shackle, Pin, Ferule & Rivet
2. Draw hook
3. Draw hook resting channel
4. Draw bar
5. Draft key
6. U cotter
7. Yoke
8. Head less pin
9. Draw bar housing
10. Metal bonded rubber spring pad.
11. Parting plate
12. Spring end plate
13. castle nut & split pin
14. suspension hook.
Items to be examined.
No welding is permitted on the shank of the
draw hook if any mark of welding is found it
should be rejected.
Any coach with suspicious draw gear should
be thoroughly checked and marked sick if
required.
Condition of Castle nut, split pins, rubber draft
pad, draft links, draw gear pins, draft key and
projection of draw hook should be thoroughly
checked. Draw bar projection 92-120 to be
measured from headstock to shoulder of the
draw bar hook
Proper tightness of Screw Coupling should be
ensured.
Draw bar resting channel opened, cracked
or broken. Lug cracked or broken.
Draft yoke cracked or broken.
Headless pin worked out.
Any parts of screw coupling or shackle
assembly deficient or broken.
Suspension hook deficient or broken.
Draw bar housing cracked or welding
failed.
Draft link threads worn out or cracked.

Buffing gear is provided in coaches to
absorb shock or work as a cushion to
smoothen the shock during impact
between vehicles or braking. As a result
minimum end pressure or sudden shock is
transmitted to the under frame on coach.
Presently enhanced capacity buffer (1030
Kgm) are fitted in all BG main line coaches
Main Parts Of Buffing Gear
1. Buffer face
2. Buffer plunger
3. Buffing spring rubber
4. Buffer casing or socket
5. Buffer spindle
6. Destruction tube
7. Plug
8. Recoil spring rubber
9. Recoil spring washer
10. Nut -39 mm
11. Split cotter
12. Buffer spring parting plate
13. Recoil spring parting plate
14. End plate
15. Spring end plate
To avoid welding of centre plug & integral face plate is
provided.

Buffer Projection Yard : 584 to 635 mm
Sick line : 600 to 635 mm

Buffer Height Empty : 1090 to 1105 mm
Load : 1030 mm (Minimum)

Adjustment of Buffer Height.
After fixing side buffer with coach firmly, the
buffer height is to be maintained. The height
from rail level to center of buffer must be
maintained in tare condition between 1105 mm
to 1090 mm . In Sick line , the height is
maintained by providing packing ring (NFTC-
Natural Fibre Thermox Composite)) under the
flanges of the lower spring seats of axle guide.
The thickness of packing corresponding wheel
diameter is as under. (the measurement should
be taken from the center of the buffer socket to
the top of the rail head.
The buffer height should never be taken
from the center of the buffer face because
it will not give correct value)
Wheel diameter (in mm) Total thickness of
packing
889 to 864 mm 13 mm
863 to 840 mm 26 mm
839 to 820 mm 38 mm
819 upto Condemning limit. 48 mm
Dead Buffer
When the length of buffer from head
stock to plunger face reduces by
more than 51 mm, the particular
buffer is said to dead buffer. The
stroke of buffer is 127 mm. If it is
found the buffer dead, changing of
destruction tube is necessary.
The destruction tube has been specially
designed and fitted behind the buffing
spring pads, so that event of any abnormal
heavy buffing pressure, it may collapse
and prevent serious damage to the head
stock and other under frame members,
consumes shocks during accidents and
that is why it has been named as
destruction tube.

Destruction Tube
1. Buffer drooping.
2. No dead buffer is allowed.
3. Buffer plunger / socket for crack.
4. Buffer spindle broken or nut deficient.
5. Buffer height or buffer projection.
6. Buffer head stock cracked or broken.
7. Buffer casing bolt loose or deficient.
8. Buffer face plate excessively worn
9. Tubular strut or Compression tube rusted or
broken.
Items to be examined.