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QA 26/2011 CORROSION REPAIR OF COACHING STOCK, UBLS, SW RAILWAY of 30

QUALITY AUDIT REPORT ON

CORROSION REPAIRS OF COACHING STOCK

No. 26/2011

HUBLI WORKSHOP

SOUTH WESTERN RAILWAY

AUGUST-2011

QUALITY ASSURANCE (MECHANICAL) DIRECTORATE

RESEARCH DESIGNS & STANDARDS ORGANIZATION

MANAK NAGAR, LUCKNOW- 226011


QUALITY AUDIT REPORT ON CORROSION REPAIR OF

COACHING STOCK HUBLI WORKSHOP, S.W. RAILWAY

Introduction:

Quality audit of Hubli Workshop has been carried out by Quality Assurance

Directorate, Mumbai and its team on 4th and 5th August, 2011. The quality audit

was done in accordance with Coaching Maintenance Manual and Technical

pamphlet No. C-7602 Rev.2 after preparing the check list. Following officers and

Supervisors have accompanied audit team during the audit:

1. Shri A.P.Soni, WM/Coaching

2. Shri Bili Angadi, ACMT

3. Shri Wilson, SSE/Welding

4. Shri Subhan, SSE/C.Repairs

5. Shri Chaudhra Reddy, CI/BTC

Discussions were also held with CWM/UBLS and Dy.CME’R’/UBLS

Observations:

1. Latest version of the Corrosion Manual for ICF/RCF built BG coaches issued by RDSO i.e. C-7602 (Rev.2) which had been circulated vide RDSO/s letter no.MC/CRN/REH dated 4.3.11 was not available.

2. Documentation needs improvement, especially with regard to inspection, identification and traceability, coach history, gradation of welders, etc. System for

ensuring traceability with regard to the fitters/welders deputed in a particular coach needs to be established

3. A separate inspection wing (independent of the corrosion repair shop) needs to be

created and training given to inspection staff 4. No pre-inspection check sheet is prepared

5. Surface is not being cleaned up to bare metal and the manual system using scrappers is not very effective. Improvement required in scrapping, cleaning and painting of the portion over trolley and other difficult-to-access areas

6. Improvement required in the quality of fabrication of headstock assemblies with regard to reduction in weld spatter, alignment of buffer holes, painting with PCN

123, etc. 7. Final camber is not being recorded while replacing the entire head stock assembly 8. Proper staggering of joints of sole bar needs to be ensured in all cases.


9. Use of PCN 123 for all applications below waist level is being done only on a very limited scale.

10. In case a welder fails in refresher, SSE/Welding decides as to what job is to be assigned to him. For example, Shri Bepari (T.No. 4772) had failed in bead

welding, he was being utilizing for tack welding. It is suggested that such welders may be automatically re-booked for refresher.

11. Of the 236 welders, only 60 have been given refresher training based on module

No.MECH.06 vide Railway Bd’s guidelines (VolII, May’06). 12. Roof shower testing facility is not working. As only one crane is available in the

lifting bay, another standby crane should be planned. 13. In some of the RCF manufactured coaches following deficiencies were

reported.

i. Coach No. SWR 99150 ACCN, outer head-stock was not welded with

stanchion and there was a gap on NCV end south side.

ii. Coach No. KR SWR 01272 CN : FRP tissue was coming out, FRP had been

applied directly over ROZC primer, no bituminous layer was available.

iii. RCF has turn out coaches with open turn under and sandwiched trough floor

in which condition of members above the trough floor cannot be determined

without removal of compreg flooring.

iv. Camber is not being properly maintained, as informed by the workshop, this

is resulting in truck height of upto 700 mm observed (limit 686-691mm).

14. In some of the ICF manufactured coaches following deficiencies were reported.

i. ICF has turn out coached with closed turn under and raised trough floor, the

closed turn unders are getting corroded.

ii. Coach No.SWR 06714 SLR – FRP tissue applied directly over red oxide, no

bitumen available.

15. Areas requiring action by RDSO as reported by workshop.

i. The wear limit for head stock is specified as 4mm vide CAMTECH manual, the same limit is specified as 20% vide C-7602 Rev2, this issue needs

clarification ii. Approved sources of Class IV wire for MIG-MAG welding to be developed by

RDSO

iii. There have been excessive cases of corrosion of body side doors espacially in new coaches turned out by PU’s, design improvement in terms of increasing

the thickness of Z channel may be suggested


Quality Assurance Directorate (Mechanical), RDSO Lucknow Check Sheet for Quality Audit of Corrosion Repair of the Coaches during

POH attention at shop (Based on CAMTECH Maintenance Manual for BG coaches of ICF Design and

RDSO Technical pamphlet No. C-7602 / Rev 2) While doing the audit, ensure that the below mentioned activities are carried out as

specified in the maintenance manual / technical pamphlet. Wherever the activities are not performed correctly indicate the method adopted or the nature of non-

compliance.

S.

No.

Item Clause No. Remarks

1. General

1.1 Ensure that the coaches are given

POH at the specified intervals.

103

(Chg.Manu

al)

Yes, being done. The out turn

and extent of renewal of

items during corrosion repair

is as per Annexure E

1.2 Ensure that the coach body is lifted off

the bogies using two 25t cranes each

or by four lifting jacks of 15t each and

coach body is not lifted from one end

only.

105c, 105d

(Chg.Manu

al)

Coach body lifted from both

sides using a single 60T EOT

crane with two lifting tackles

moving in a transverse

direction, one set of jacks

also available

2. Inspection

2.1 Ensure that the entire under frame is

cleaned of dust, rust, scales etc. from

the underneath through turn under

holes.

105f

(Chg.Manu

al)

Yes, being done. However,

quality of scrapping needs

improvement.

2.2 Ensure that the portion, which gets

covered and becomes difficult to reach

after the coach is lowered, is painted

with one coat of anti-corrosive paint

before lowering the coach body.

105g

(Chg.Manu

al)

Yes, being done, however,

improvement is required.

2.3 The system exists to inspect and

repair of under frame members after

the coach body is lifted off the bogies

and placed on trestles.

202a

(Chg.Manu

al)

Yes, system exists.


2.4 Ensure that the under frame is

thoroughly inspected for locating cracked/bent/corroded members and the components like sole bar and

trough floor which are not visible are examined by tapping with a spiked

hammer.

Ensure that inspecting staff are competent and trained staff who have

thorough knowledge of integral coaches.

Adequate instruments such as spiked hammer, torch etc., should be provided to enable proper and

thorough inspection being carried out.

202c (i)

(Chg Manual)

Yes, being done.

No separate inspection wing

is available. The nominated staff of corrosion shop themselves carry out

inspection They are being paid an additional allowance

of 15% of basic pay

Yes, available.

2.5 Trough Floor: Examine visually from below for signs of corrosion

supplemented by tapping with a spiked hammer.

2.6.1 (C-7602

Rev2)

Yes, being done.


2.6 Inspection of Sole bars, body

pillars and turn under (when turn

under has elongated holes): The

sole bars, body pillars and turn under

in the bays under and adjoining

lavatories should be examined visually

from below the coach and through the

elongated holes in the turn under after

removing accumulated dirt and

cleaning the inside surfaces. A torch

light may be used to facilitate

inspection. The inside of the sole bar

above the trough floor, however,

cannot be visually inspected. If

incidence of corrosion is noticed in the

bottom half of the sole bar, the trough

floor should be cut to a width of

300mm and requisite length for

examining the inside top half. If

heavy corrosion is noticed, the side

wall should be cut to a height of

500mm from the bottom of the turn

under covering sufficient length and

all the exposed parts, after scrapping

and cleaning should then be examined

to determine the extent of corrosion.

2.6.2.1

(C-7602 Rev2),

202d Chg Manual)

Yes, being done


2.7 Inspection of Sole bars, body

pillars and turn under (when turn under does not have holes): Coaches without elongated holes in

the turn under, should be visually examined, supplemented by tapping

with spiked hammer on the bottom of the turn under as well as the lower half of the sole bar from inside. If

corrosion is suspected, a 100 mm dia hole in the bottom of turn under in

the suspected area should be cut without damaging the pillar, for examining the inside. If signs of

corrosion are noticed, side wall up to a height of 500mm from bottom of

turn under should be cut for thorough examination.

The elongated holes shall be provided in turn unders of all Non-AC coaches

similar to ICF drg. No. GS-1-4-009 & GS-1-4-011.

2.6.2.2 (C-

7602 Rev2)

Yes, being done

Turn unders that are changed

are provided with elongated holes of size slightly lesser

than the drawing.

100% turn under at least

upto the second lifting pad is

being changed during

refurbishing.

2.8 Sole bar, turn under and pillars

above the lifting pads: If signs of corrosion are noticed, the side wall sheet above the lifting pads

should be cut to a height of 500mm above the turn under and to a length

of half a meter on either side of the lifting pads and the structural members scraped, cleaned and

examined minutely to ascertain the extent of corrosion.

2.6.3 (C-

7602 Rev2)

Yes, being done

2.9 Pillars behind the sliding door

pockets of SLRs and Parcel Vans: The pockets for the sliding doors should be opened and the

accumulated dust dislodged and thoroughly cleaned.

2.6.5 (C-

7602 Rev2)

Yes, being done


2.10 Sole bars, pillars at door corners:

These members should be examined visually in the same manner as described at para 2.6.2. If corrosion

is noticed, the turn under to a width of half a metre from the door corner

should be cut and the accumulated dust dislodged. The structural members should be thoroughly

scraped, cleaned and examined carefully to assess the extent of

corrosion.

2.6.6 (C-

7602 Rev2)

Yes, being done

2.11 Battery box frames: The battery box frames should be visually examined for signs of corrosion.

2.7.12 (C-

7602 Rev2)

Yes, being done

2.12 Where the corrosion noticed is of a

very minor nature and has just started there is no need to renew

parts. The paints and rust should be thoroughly cleaned to reach the bare metal and the surface treated with

two coats of primer.

3.1.2 (C-

7602 Rev2)

Cleaning and scrapping

needs to be improved, the present manual system of

using scrappers is not very effective and cleaning up to bare metal not achieved.

2.13 Head Stock

2.13.

1

Head stock: The inner head stock, the

outer head stock and the stiffening immediately behind the buffers

including stiffening tubes and the junction of the sole bar at the head stock should be visually examined for

incidence of corrosion. After removing the buffer assembly, the head stock

should be carefully examined as corrosion has been primarily noticed at this location

2.6.4 (C-

7602 Rev2)

Yes, being done


2.14 Check list: After completion of

inspection of the entire coach shell, including members / components which may not have been listed in

para 2.6 and 2.7, the members affected by corrosion should be

distinctly marked to indicate the entire area affected by corrosion requiring repairs by replacement / modification

as the case may be. Appropriate items in the check list (RDSO drawing

No.-CG-10090 to CG-10093) should be filled in showing details of the member to be attended to for

corrosion repairs.

2.8 (C-

7602 Rev2)

No pre-inspection report

is being prepared,

inspection has been carried

out at the incoming shed

(without lifting) to decide

whether coach is to be

nominated for corrosion

repair.

3 Trough floor : Drill 19mm diameter holes in the valleys between two

isolating plates. Note: In the case of coaches fitted

with stainless steel trough floor, same procedure shall be followed for repair,

using austenitic stainless steel and special low heat input type electrodes (Refer to Annexure XIII of C-7602

Rev2). 13.

Annexure IV (C-7602

Rev2)

Yes, being done.

Yes, being done.


4 Head Stock

Instructions for replacement of Outer Head Stock during Corrosion Repairs:-

1. (i)Dismantle the buffers and check the

buffer base periphery for corrosion and the bolt holes for securing buffers for wear and oblongivity/cracks.

2. 3. (ii)If the depth of corrosion below the

buffer base is insignificant, the bolt holes are not worn out and no cracks have developed, clean the rust and

paint. 4.

5. (iii)Replace the buffer base. 6. 7. (iv)If corrosion is not significant and

bolt holes for securing of buffers are worn out / have become oblong, the

holes should be filed up by welding and re-drill if required.

8.

(v)If the corrosion is significant (i.e. loss in section is more than 20% of

original thickness) replace the buffer base.

1. 2.

3.

(vi)Carry out necessary stripping

4. (vii)Gas cut the head stock beam

along with the vestibule sill and other corroded components and the end wall

sheet, ensuring that no damage is caused to the anti-telescopic stanchions, sole bar and the stiffener

tube behind the buffers. 5.

Annexure V

(C-7602 Rev2)

Yes, being done.

Yes, being done.

Yes, being done. Buffer bolts are checked for

oblong, if required these are filled up with welding and re-

drilled.

Outer headstock is changed in case of 50% loss of section

thickness. This loss of thickness is checked visually.

Workshop has indented a UST gauge for measuring thickness of structural

members.

Yes, being done.

Yes, being done.


(viii)Grind sole bar flanges, stiffener

tubes behind buffer (center stiffener) and floor stiffener stanchions to match with the head stock.

6. (ix)Remove all existing paint of visible area by steel wire brush to bare metal

& prepare the visible surface for painting.

7.

8. (x)Prepare a new head stock beam arrangement complete with 8 mm

steel plate to drawing No ICF/STD-1-2-002. Before welding ensure correctness of the bolt hole size for

buffer bolts in headstock beam as well as stiffeners (Item 5,15, 6,16) are

welded in the head stock in position. 9.

10. (xi)Check for straightness of head

stock and over all alignment. 11.

12. (xii)Full weld the new head stock to the sole bar, stiffener tubes, anti telescopic stanchions, floor stiffeners

and guide angles. Weld a new vestibule sill over the headstock.

(xiii)Welding shall be done by ‘D’ class electrodes to IRS – M 28 (latest Rev.)

or class IV MIG/MAG welding wires as per specification IRS-M46 (latest Rev.)

13. 14. (xiv)Paint the head stock and all

visible members by high performance

anticorrosion epoxy coating RDSO specification No M & C

/PCN/123/2006.

Yes, being done.

Paint does not get

removed upto bare metal

as the manual system of

using scrappers is not

very effective

Yes, being done.

Yes, being done.

Yes, being done. However,

checked coach no. KRSWR 96496 GS NCV end south

side, outer headstock welding was non-uniform and flange welding was inadequate in

some localized areas

D class electrodes not used, refer Annexure B

High performance

anticorrosion epoxy coating

RDSO specification No M & C

/PCN/123/2006 is only being

used on trial basis in few

coaches. Two coats of ROZC

primer, two coats of

bituminous paint and finally

one coat of enamel paint is

applied on the new head

stock


4.1 Instructions for replacement of

Head Stock Assembly during Corrosion Repairs:-

1. (i)If the corrosion is significant i.e. loss

in thickness of section is more than 20% of original thickness at any

location on inner head stock and their other members, the assembly should be replaced.

2. 3.

4. 5. (ii)Measure the Camber of the coach

by “Piano Wire System”, and also

measure the height of the bottom flange of the head stock from the rail

level.

6.

7.

8. 9.

10. 11. 12.

13. 14.

15. (iii)Fabricate the complete head stock with 8mm outer beam (outer head stock) to RCF Drawing No CC12230 or

ICF drawing No. ICF/STD-1-2-001 on a welding manipulator for facilitating

down hand full welding or procure from trade.

(iv)Paint the head stock and all visible members by high performance anticorrosive epoxy coating to RDSO

specification M & C /PCN/123/2006.

Annexure VI

(C-7602

Rev2)

Headstock is changed in case

of 50% loss of section thickness. This loss of

thickness is checked visually. Workshop has indented a UST gauge for measuring

thickness of structural members

Camber is measured during refurbishment but not

recorded. Checked coach no. SWR

00804 WCB in which camber at coach bolster was 30mm and at headstock was 15mm

i.e. reverse camber.

In order to maintain the buffer height, without having to provide excess packing on

the trolley, the head stock assembly is fitted at a slightly

greater height as compared to the original reading

Yes, being done. Headstock assemblies are being

fabricated on manipulator. Inspected one such

assembly, some spatter was noticed and buffer holes in the outer beam and inner

plate were slightly offset, requiring rectification of the

holes through gas cutting High performance

anticorrosion epoxy coating RDSO specification No M &

C/PCN/123/2006 used only on trial basis in some coaches. Workshop was of

the view that the same cannot be implemented in all


(vi)Measure the final camber of the coach at the ends, if required re-

adjusts it accordingly. (vi)Welding shall be done by ‘D’ class

electrodes to IRS – M 28 (latest Rev.) or class IV MIG/MAG welding wires as

per specification IRS-M46 (latest Rev.)

coaches in view of fund

constraints. Two coats of ROZC primer, two coats of bituminous paint and finally

one coat of enamel paint is applied on the new head

stock assembly

Not measured.

D class electrodes not used, head stock assembly is

fabricated using CO2 welding, refer Annexure B

5 Sole Bar

5.1 Instructions for Corrosion repairs

of sole bars (Ref: RDSO drawing No.-CG-10101)

(i)After carrying out necessary stripping, cut off the sole bar and

grind the edges and prepare for a ‘V’ butt joint as shown in the sketch. (ii)Prepare a new sole bar piece of the

requisite length with edges suitable for a ‘V’ butt joint.

(iii)Tack weld the new sole bar piece at both ends.

(iv)Check and ensure straightness of the sole bar and overall alignment. (v)Tack weld cross bearers, if any, to

the new sole bar piece. (vi)Weld both ends of the sole bar

(vii)Weld cross bearers, support piece and trough floor. (viii)Weld new body pillar part,

sidewall sheet and turn under. These components also require replacement

whenever a part of sole bar is replaced for corrosion.

Notes:

Annexure II

(C-7602 Rev2)

V groove is formed through grinding on the web portion,

same is not formed on the flange portion. Same as above.

Yes, being done.

Yes, being done. Yes, being done.

Yes, being done.

Yes, being done. Yes, being done.


(i)If sole bar of length more than

2400mm requires replacement the same should be done in lengths not exceeding 2400mm at each stage.

(ii)If the sole bar at head stock location requires renewal, the sole bar

to a distance of 300mm towards body bolster from the inner headstock should also be replaced as shown in

detail ‘X’. (iii)If the coach under repair has its

under frame and body pillars up to waist rail level pasted with FRP tissue, the portions of the FRP tissue

damaged during corrosion repairs should be painted with RDSO

Specification M & C /PCN/123/2006 for high performance anticorrosion epoxy.

1 2

3 4 5

6 7

8 9

10 (iv)Whenever a portion of the sole bar is replaced during corrosion repairs, the bottom portion of sidewall pillars

at this location should also be simultaneously replaced.

11 (v)If sole bars are to be replaced on both sides of the body bolster the joints should be staggered and both

ends of the body bolster should not be attended to simultaneously.

Sole bars of lengths upto

2400mm are used

Yes, being done

High performance

anticorrosion epoxy coating

RDSO specification No. M &

C/PCN/123/2006 not used. In

case of new sole bars / body

pillars, two coats of ROZC


bituminous paint, FRP tissue

and finally one coat of

bituminous paint is applied.

In case of FRP tissue

damaged during repairs, one

coat of ROZC primer followed

by two coats of bitumen paint

are applied

Yes being done.

In coach no.SWR 93488 GS

noticed that the joints in sole bar between the head stock

and coach bolster had not been staggered

6 Outturn of the workshop and

renewal of structural members

Refer Annexure ‘E’

7 Tubular frame below lavatories

Examine visually the tubes and joints for incidence of corrosion.

202d (vii)

(Chg

Manual)

Yes, being done


Corroded tubes shall be replaced. If

corrosion is extreme, entire tubular frame should be replaced.

8 Repairs to draw and buffing gear support structure

Examine the draw gear support structure for corrosion, breakage, etc.

If the corrosion is light, scrap off the rust to bare metal, clean well and re-paint. If the corrosion is heavy,

replace the corroded angle or gusset plate with new support angle.

Draw gear and buffers stripped in each POH

Yes, being done, however scrapping up to bare

metal not ensured, one coat of enamel paint applied

Similarly examine the buffing gear

support structure for corrosion, breakage, etc. If the corrosion is light, scrap off the rust to bare metal, clean

well and re-paint. If the corrosion is heavy, replace the corroded angle or

stiffeners.

Yes, being done, however

scrapping up to bare

metal not ensured, one

coat of enamel paint applied

9 Repairs to centre pivots

Clean and examine the centre pivot

for bent, wear, cracks. Cracks shall be detected by doing chalk testing or

magnaflux dye penetrant test. If the centre pivot is found cracked or worn beyond repair, it should be replace.

Check the mounting bolts for loose or missing. Tighten and lock the bolts

with locking plate.

209 (Chg

Manual)

Chalk testing of Centre Pivot

is done. Locking plate is renewed 100%

10 Water tank support structure

Examine the water tank support

structure for corrosion, breakage, wear, etc. If the corrosion is light,

scrap off the rust to bare metal, clean well and re-paint. If the corrosion, breakage are beyond repair, replace

the corroded angle with new angle of suitable size as per the requirement.

Replace the rubber/wooden packing if perished or damaged.

210 (Chg

Manual)

Yes, being done. Proper

securing of the rubber/wooden packing over

the water tank suspension to be ensured


11 Material used

11.1 Refer Annexure A below 202e (i)

(Chg

Manual)

Clause 3.1,

Annexure

XII, XIII

(C-7602

Rev2)

Refer Annexure A

12 Tool and plant : Refer Annexure D

below

213 (Chg

Manual)

Refer Annexure D

13 Painting

13.1 Procedure detailed in Code of Practice

for painting of all metal coaches should be followed for cleaning and

painting of surfaces which are attended to during corrosion repairs. Effective supervision and inspection

should be introduced at all important stages of corrosion repairs.

3.5 (C-7602

Rev2) 212 (Chg

Manual)

In case of non-renewal of

components, manual scrapping is done followed by

application of spray paint. However, quality of scrapping / painting needs to be

improved. Inspected coach no. SWR 99286 CN

(refurbished). Bituminous paint had not been completely applied at the

bottom of the body pillars and some traces of ROZC

primer were visible. FRP tissue was coming off from the edges of the body pillars.

Scrapping of trough floor and under frame members

required improvement. Painting of coach bolster and portion above trolley required

to be improved.


The parts used for repairs should be

given proper surface treatment and applied with protective paint. Relatively thick sections such as sole

bars, cross bearers, etc. should preferably be grit blasted and

immediately thereafter given a protective coat of red oxide zinc chromate primer paint.

Grit blasting is not being

done at present. Order for grit blasting plant for components had been placed

(Contract No. COFMOW/IR/S-4029/P-11/OP-1860 dated

09.03.2011 awarded to M/s Surface International, F-32/ MIA, Phase-1, Basni,

Jodhpur-342005). However, due to lesser diameter of

table, some of these components shall have to be put diagonally.

For new sole bar and body

pillars, two coats of ROZC


bituminous paint, FRP tissue

final coat of bituminous paint

is being applied. For new

head stock, two coats of

ROZC primer, two coats of

bituminous paint and a final

coat of enamel paint is

applied. Rust converter is

being applied prior to

painting with ROZC primer.

Epoxy paint is being applied

on trial basis in few coaches.

13.2 Paints should be of the prescribed

quality conforming to the relevant

IS/IRS specification.

Paints used as per following

specn are used: ROZC primer

to IS2074/62, Bituminous

paint to IRS P 3096, Enamel

paint to IS8662, Rust

converter to Specn. No. IS

13515/ 1992

13.3 If the condition of the paint so

warrants or at every 5th POH of a

coach, the paint should be completely

removed to the bare metal and the

coach repainted as per paint schedule

A'. If the general condition of the paint

1201c

(Chg.Manu

al)

At present, ‘A’ schedule

painting not done. However,

a coach sand blasting booth

was under commissioning

after which it shall be

possible to carry out ‘A’


is good, follow paint schedule `C'. schedule painting

14 Welding

14.1 Corrosion repair is required to be

carried out to the best standard of workmanship. Trained and

experienced welders should be deputed for carrying out welding under careful supervision of qualified

welding supervisors. Suitable arrangements should be made for dry

storage of electrodes. Approved class electrodes suitable for vertical and overhead welding should only be used

for corrosion repairs. Reference may be made in this connection to the

approved brands of electrodes issued by RDSO (Refer Annexure B and C below).

3.5 (C-7602

Rev2) 212 (Chg

Manual)

Refer Annexure D

Though list of staff deputed

on a particular coach is maintained in the daily work distribution diary, summary

of the same is not available along with the coach details

for ease of traceability at a later date, also no record of whether the assigned work

completed satisfactorily maintained

Interacted with welder Shri P.Dandapani, he seemed to

be quite knowledgeable.

Of a total of 236 welders, approx. 25 welders are

deputed for corrosion repair. Of these, 3 welders are trained in CO2 welding.

Few good welders have been

identified who are deputed for head stock/sole bar, however, no documentary

evidence for the same was available

14.2 All repairs of cracks should be carried out by gouging and welding by

suitable electrodes.

212 (Chg

Manual)

V groove is formed through

gas cutting and grinding in

case of head stock (8mm), it

is formed by grinding alone in

case of sole bar. However, V

groove is not formed on the

flange portion of sole bar.

14.3 No electric welding on the coach should be carried out without proper

earthing from near the portion being welded on such that the return current has a distinct path (earth) which

should not be allowed through the

212 (Chg

Manual)

Proper earthing ensured


bogies and rails. In the absence of

such earthing, the return current passes through axle roller bearings causing pitting of rollers and bearing

failure in service.

14.4 Instruction for Welding of D Class electrodes and welder quality:-

1. While welding with D class electrodes following special care should be taken as these are basic

coated electrodes. a) The electrode must be preheated

to about 2500C for two hours or as recommended by electrode manufactures before use.

b) While welding with AC, the welding transformer must have minimum

OCV-80 volts for its smooth running.

c) If welding with DC equipment, the

electrode must be connected with positive terminal of equipment.

d) During positional welding, 4 mm or less diameter electrodes to be preferred for better control of

bead.

2. Welding shall be preferred in flat position; vertical up welding shall be used in place of vertical down.

3. For the periodical checking of

competency of welder the Railway should follow IS: 7310 (Part-1).

Welder approval test record may be kept as per appendix-A of this IS specification.

Refr : Annexure

XIII of C-7607 Rev2)

D class Electrodes not used due to problem of heavy smoke generation.

For pre-heating of electrodes,

both fixed and portable ovens are available.

Generally, AC plants not used, few transformer based

plants are being phased out. Yes, being done

During positional welding, 3.15mm electrodes used

Yes, being done

For periodical competency,

welders are tested for horizontal, vertical and flat

welds as per clause 5.2 (b) of IS: 7310 Part-I, 1974. The test pieces are prepared in

presence of JE/Welding (BTC) and CMS and are

tested for visual (spatter, undercut, fusion, etc.) and subsequently subject to bend

test. The issue of also testing the welders for vertical up

and flat welding as per clause 5.2(d) of IS: 7310 Part-I, 1974 (as such type of


4. RDSO specification No M & C

/PCN/123/2006 for high performance anticorrosion epoxy coating to be adopted in all under frame member

where Bituminous solution and Emulsion where painted earlier.

5. Stainless steel cutting shall be

done with arc cutting by two methods: i) By using class N1 electrodes as

per IRS M-28-Rev.2. ii) Portable plasma arc cutting

machine

welding is predominantly

used during corrosion repair) was discussed.

High performance

anticorrosion epoxy coating to RDSO specification No M & C /PCN/123/2006 is being

applied on trial basis in few coaches. However, mostly

ROZC primer, Bituminous paint, FRP tissue and Enamel paint is used.

Stainless steel cutting done

using class N1 electrodes as per IRS M-28-Rev.2.

14.5 Welding machines CO2 (Kempee make),

rectifier, inverter and transformer based machines are available.

Oil cooled transformer based

machines are being phased out.

CheckedC Checked welding plant Nos.A-0918 (inverter based)

& 120021235, though the gauges of current/voltage

were working, no calibration sticker was available. No gauges for voltage and

current available in plant no.120019069

14.6 Improvements made Workshop has recently introduced CO2 welding for

under frame. At present, approximately, 50% of CO2 welding and 50% of arc

welding is carried out.


15 Design improvements /

modifications :Several design improvements / modifications for eliminating / minimizing corrosion

have been issued by the RDSO/ICF/RCF from time to time.

Brief details of these together with the action to be taken by the Railways are given below:

3.2(C-7602

Rev2)

15.1 Stiffening of sole bars at

doorways including luggage compartment doorways of SLR

coaches.

3.2.1(C-

7602 Rev2)

Inside boxing of sole bar is

done, however, for some

SLR, outside boxing is done.

15.2 Trough Floor: 13mm diameter holes provided in the valleys of trough floor for drainage of condensation were

increased to 19mm so as to allow quicker drainage in coaches turned out

by ICF since 1968. This modification may be incorporated in all coaches, if not already done. Whenever trough

floor is laid painted with M & C /PCN/123/2006 for high performance

anticorrosion epoxy, these holes should be pierced through.

3.2.4(C-

7602 Rev2)

SS trough floor is used.

19mm holes are provided

through drilling. However,

checked coach No. SWR

93488 GS in which holes of

less diameter had been made

at some locations of the

trough floor through arc

welding using N1 electrode.

15.3 Stainless Steel trough floor: Presently, since 1998 ICF is turning

out all coaches also with austenitic stainless steel trough floor. Coaches

provided with austenitic stainless steel trough floor should be repaired with equivalent material using proper

electrodes as mentioned in Annexure– XIII.

3.2.5(C-

7602 Rev2)

S.S. Trough floor is used,

wherever replaced.

15.4 Body Side doors: Since 1976 body

side doors have been modified as shown at detail ‘X’ on RDSO drawing No. CG-10083 with completely open

bottom and a removable inside panel to facilitate inspection of the out side

panel. Body side door should be modified as indicated in ‘Annexure – IX’ if not already done.

3.2.7(C-

7602 Rev2)

Body side door repair is being

carried out as specified. Pivots are being checked and replaced with SS, if required.

However, screwed inside panels for facilitating

inspection not provided in some coaches (checked coach no. SWR 00723 SLR,

removable inside panel for


inspection not available in

any of the doors) One new door was not having

screwed inspectional panel on the inside.

15.5 Flooring : Compartment, doorway/gangway

Floor construction arrangement shall consist of 2.0 mm thick Vinyl sheet laid over 12 mm compreg board. All

the joints in Vinyl sheet shall be hot air welded to avoid seepage of water.

In addition, aluminum chequered plate shall be provided over PVC in the doorway/gangway portion.

Lavatoties : SS inlay, with proper

slope, single piece vinyl sheet

Luggage compartment : (i)compreg with PVC followed by steel chequered

plates, or (ii)compreg with floor coat compound to RDSO Specification No. C-9704

Pantry cars :compreg with dovetail

joints sloping towards centre of hall with drain tray and drain holes should be provided. Epoxy coating should be

provided over the compreg.

3.2.8/9/10/

11 (C-7602

Rev2)

Flooring of compreg and PVC

provided, hot air welding carried out, proper slope maintained. In few coaches,

epoxy based floor coat provided in the lavatories,

doorway/gangway and compartment

SS inlay provided, same

stiffened prior to fitment, proper slope maintained

Being ensured.

Flooring of compreg with

epoxy coating provided on trial basis in the entire coach (except kitchen room) in few

pantry cars.

15.6 Battery box frames: Corroded

battery boxes should be replaced with new battery box of the same design.

3.2.13(C-

7602 Rev2)

Being ensured

16 Documentation:-

After corrosion repairs are completed, particulars should be entered in the check lists. A diagram of the in

standard A-4 size should be marked suitably to indicate the parts of the

shell replaced during corrosion repair with specific details of the location and

extent of corrosion. The diagram and the check list should be filed in a folder maintained for each coach.

4.0 (C-7602 Rev2)

A4 size diagrams indicating the work carried out have been recently introduced,

coach history is not being maintained, the folders of

corrosion repair work are maintained month wise, not

coach wise


Annexure A

Specification for materials used in corrosion repairs of shell:-

(Ref : Clause 3.1 and Annexure XII of C-7607 Rev2)

S.No Item Specification No. Actually used by W/s

1. Steel sheets for manufacture of Approved sources from RDSO/ICF/RCF.

Yes

1.1 Trough floor 2 mm for IRSM – 41 Gr.I, 1.7 mm for austenitic stainless steel.

1.7 mm austenitic stainless steel, AISI

301

1.2 Pillars, sidewall sheet, light

rail, waist rail and end wall sheet

2 mm for IRSM – 41 Gr. I. Yes

1.3 Car line 2 mm for IRS M – 41 Gr.I. Yes

1.4 Roof sheet and longitudinal

stiffeners

1.6 mm for IRS M – 41 Gr.I. 2mm, IRS M – 41 Gr.I.

1.5 Cant rail and ribs 3.15 mm for IRSM-41 Gr.I. Yes

1.6 Other structural members like sole bar stiffeners

IRS: M – 41 Gr.I. Yes

2. Steel plates for manufacture of Approved sources from RDSO/ICF/RCF.

Yes

2.1 Sole bars and turn under 5 mm for IRSM – 41 Gr.I. Yes

2.2 Cross bearers above and below

trough floor, end wall stanchions

4 mm for IRSM – 41 Gr.I. 5mm, IRSM – 41 Gr.I

2.3 Outer headstock beam 8 mm for IRSM – 41 Gr.I. Yes

2.4 Other structural members like

sole bar stiffeners

IRSM -41 Gr.I. Yes

3. Tubes for tubular frame below

lavatory

IS:1239 Pt.I Tab.3 Yes

3.1 Sheets like skirting plate floor

side moulding

IRSM – 41 Gr.I. Yes

3.2 Plates IRSM – 41 Gr.I. Yes

4. Paint RDSO specification No. M & C /PCN/123/2006 for high performance anticorrosion epoxy

coating.

ROZC primer to IS2074/62, Bituminous paint to IRS P 3096,

Enamel paint to IS: 8662, Rust converter

to Specn. No. IS 13515/ 1992


Annexure B

Instruction for Welding Electrode & Welding Wire for different combination of Steel Material:-

(Refr : Annexure – XIII of C-7607 Rev2)

Electrode & Welding Wire:

Welding electrode and MIG/MAG welding wire for welding of different types of steels

are:

S.No. Description MMAW Electrode As per

IRS M-28- 2002 (Amendment-2)

MIG/MAG welding wire As per

IRS M-46-2003 (Amendment-1)

Remarks

1. IRSM-41 with IRSM-41

‘D’ class Class IV For head stock / sole bar

: Electrodes Class A2,

Wire Class I

For body panel :

Electrodes Class A1

D class electrodes not

used due to heavy

smoking.

3. IRSM-41with AISI 301

M4 Class Class VII Electrodes Class M4

6. AISI 301/AISI304 with IS:2062 E-250

M4 Class Class VII Electrodes Class M4

7. IS: 2062 E-250 to IS: 2062 E-250 or

IS:1239 Pt.I Tab.3

A3/B1 Class Cass I

Electrodes Class A1

8. IRSM-41 with IS:

2062 E-250

‘D’ Class Class IV

Electrodes Class M4

9. AISI 301 with AISI

301

Electrodes Class M2

Checked the following electrode boxes: (i)AWS E 6013 Class A1 manufactured by

M/s.KUCHHAL Welding Electrodes (RDSO approved).

(ii)Class M-4 electrodes manufactured by M/s.Seth Electrodes Pvt.Ltd., on

25.12.2010.

(iii)Class M-2 electrodes manufactured by M/s Classis Electrodes on 22.2.2011


Annexure C-1

VARIOUS TRAININGS SPECIFIED FOR WELDERS BY RAILWAY BOARD (Reference Railway Board’s letter no.E(MPP)99/19/1/VolIII dated 21.3.06)

Module No. Syllabus/duration

MODULE NO. (MECH 21)

Department MECHANICAL Category ALL ARTISAN TRADES

Duration 12 Days Stage REFRESHER Activity C&W DEPOT, WORKSHOPS PERIODICITY: AFTER EVERY 3 YEARS

MOD.NO. DESCRIPTION DURATION IN DAYS ME/ R1 - REVISION OF CRICITCAL MAINTENANCE PRACTICES

- INTRODUCTION TO LATEST MODIFICATION IN ROLLING STOCK - FAMILIARIZATION WITH NEW TECHNOLOGICAL

DEVELOPMENTS IN ROLLING STOCK, MATERIAL HANDLING EQUIPMENTS, SUB-ASSEMBLIES AND

MATERIALS - FOCUS ON PREVAILING PROBLEMS - RECOMMENDED VISIT TO THE PLACE OF BEST /

DESIRABLE MAINTENANCE PRACTICE AREA / SHED / WORKSHOP /DEPOT /PRODUCTION UNIT.

MODULE NO. (MECH 14)

Department MECHANICAL Category WELDER

Duration 72 Days Stage PROMOTION FROM UNSKILLED TO SKILLED Activity C&W DEPOT, WORKSHOPS

TECHNICAL QUALIFICATION - NON-ITI/ITI MOD.NO. DESCRIPTION DURATION IN DAYS

MECH 01 ME / 042 KNOWLEDGE OF DIFFERENT TYPES OF WELDING:

06 ARC WELDING, GAS WELDING, CO2 WELDING, TIG, MIG ME / 301 APPARATUS FOR WELDING, SELECTION FOR

ELECTRODES 06 TYPES OF WELDING JOINTS, SURFACE PREPARATION

ME / 302 PROPERTIES OF WELDABLE MATERIALS 06 ME /303 WELDING DEFECTS, INSPECTION & TESTING OF WELDS 06

ME /304 SAFETU PRECAUTIONS , SAFETY GADGETS 02 ME / 045 TYPES OF ROLLING STOCK USED ON INDIAN

RAILWAYS 06 ME /305 RECLAMATION / REPAIRS OF COMPONENTS BY WELDING 06

VIZ. KNUCKLES, BRAKE BEAMS, WEARING SURFACES ETC. ME/061 BASIC IDEA OF TRAIN LIGHTING & AIR


CONDITIONING 03

ME / MSK MULTISKILLING: INTRODUCTION AND PRACTICAL 30 TRAINING IN ALL TRADES REQUIRED IN THE WORKSHOP

ME/ GEN THEORATICAL SESSION: INCENTIVE SCHEME, WORKSHOP 05

ACCOUNTING, JOB CARD, SYSTEM OF MATERIAL PROCUREMENT, INTRODUCTION TO COMPUTERS VISIT TO A MAJOR C&W DEPOT, CRWS BHOPAL, 05

ANY WAGON MANUFACTURING FIRM

MODULE NO.

(MECH 06)

Department MECHANICAL

Category WELDER Duration 26 Weeks Stage INDUCTION TO SKILLED (RRB)

Activity WORKSHOPS TECHNICAL QUALIFICATION - ITI MOD.NO. DESCRIPTION DURATION IN WEEKS

MECH 01 ME/001 FOUNDATION 02

ME/002 SAFETY, FIRE FIGHTING, CLEANLINESS, FIRST AID 01 ME / O42 KNOWLEDGE OF DIFFERENT TYPES OF WELDING 01

ARC WELDING, GAS WELDING, CO2 WELDING, TIG, MIG ME / 301 APPARATUS FOR WELDING, SELECTION OF

ELECTRODES, 01 TYPES OF WELDING JOINTS, SURFACE PREPARATION ME / 303 WELDING DEFECTS, INSPECTION & TESTING OF

WELDS 01 SAFETY PRECAUTIONS , SAFETY GADGETS

ME / 045 TYPES OF ROLLING STOCK USED ON INDIAN RAILWAYS 01 ME / 305 RECLAMATION / REPAIRS OF COMPONENTS BY

WELDING 01 VIZ. KNUCKLES, BRAKE BEAMS, WEARING SURFACES ETC.

ME / 306 PRACTICAL ON THE JOB TRAINING IN VARIOUS SECTIONS 10

OF THE W/SHOP VIZ. CARRIAGE SHOP, WAGON SHOP ETC. ME / MSK MULTISKILLING: INTRODUCTION AND PRACTICAL 05

TRAINING IN ALL TRADES REQUIRED IN THE WORKSHOP ME/ GEN THEORATICAL SESSION: INCENTIVE SCHEME,

WORKSHOP 02 ACCOUNTING, JOB CARD, SYSTEM OF MATERIAL PROCUREMENT, INTRODUCTION TO COMPUTERS

VISIT TO A MAJOR C&W DEPOT, CRWS BHOPAL, 01 ANY WAGON MANUFACTURING FIRM


Annexure C-II

TRAINING ACTUALLY ACCORDED AT BTC/UBLS.

S.No. Category Duration Year Remarks

2009 2010 2011

1. RRB 6 months -- 22 10 Syllabus prepared as per

module No.MECH.06 vide

Railway Bd’s guidelines

(VolII, May’06)

2. Refresher 12 days 93 135 156

(incl. 60

welders)

Previously refresher was

combined for all trades. For

the last two months,

separate refresher course as

per syllabus based module

No.MECH.06 vide Railway

Bd’s guidelines (VolII,

May’06) has been

introduced

3. Promotion

from

unskilled

to skilled

21 days This training is mixed for all

trades. Individual training

for welders vide module

No.MECH.14 (specified

duration 72 days) is not

provided

BTC has 5 class rooms that are well equipped.


Annexure D

LIST OF TOOLS AND PLANT

Lifting shop

1. EOT cranes

2. Trestles for coach body

3. Inspection torches 4. Spiked hammers 5. Ball peen hammers

6. Goggles for inspection staff

7. Measuring tape 8. Measuring scale

Remarks

All

available

Corrosion Repair Shop

1. EOT cranes

2. Trestles for coach body

3. Gas cutting plants 4. Multi-operator welding

plants

5. CO2 Welding plant 6. Electrical angle

grinders 7. Pneumatic hand

grinders

8. Component painting equipment

Remarks

Only one crane of 60T with

two lifting tackles available. Coaches lifted from both

ends. No standby crane available.

Available

Available Single operator welding plants

Available Available

Not available

Spray painting is done. Workshop has planned to go

in for a plant for degreasing / rinsing followed by application of rust converter

/ primer.


Annexure E

Outturn

Vide Railway Board’s letter No.2011-10 (w) 814/1 dated 18.2.1, following targets

have been given to Hubli Workshop :

S.No. POH Refurbishment Total

Non-ac AC Total Non-ac AC Total Non-ac AC Total

Target

50 8 58 10 1 11 60 9 69

Actual outturn (2011-12)

April 49 7 56 8 1 9 57 8 65

May 74 7 81 5 1 6 79 8 87

June 55 6 61 5 3 8 60 9 69

July 57 6 63 11 1 12 68 7 75

Total 261 35 296

Note : (i)An average of 11.94 days were taken for POH and 48.73 days for

Refurbishment in the period April’11 to July’11

(ii)Refurbishment is done after about 10 years of coach life.

(iii)The w/s caters to coaches of SWR and KRCL

Extent of renewal of items during corrosion repair

The extent of renewal of head stock / sole bar, etc. for the period April’11 to July’11 is as

mentioned below:

Sr.

No.

Item Refurbishment (total chs

35)

POH (total chs 261)

Quantity Quantity per

ch

Quantity Quantity per ch

1 Head stocks 13 nos. 0.37 nos. - -


(Complete Module)

2 Head Stocks (Outer) - - 21 nos. 0.08 nos.

3 Panel patches 1211 m 34.6 m 242 m 0.93 m

4 Body pillars 1474 nos. 42.11 nos. 295 nos. 1.13 nos.

5 Sole bars 223 m 6.37 m 45 m 0.17 m

6 Turn under 902 m 25.77 m 180 m 0.69 m

7 Cross channels 146 nos. 4.17 nos. 29 nos. 0.11 nos.

8 Trough floor 196 sqm 5.6 sqm 39 sqm 0.15 sqm

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