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CHAPTER 9-DRAW AND BUFFING GEAR Page 1 of 46
HINDI CONTENT
CHAPTER 9
DRAW AND BUFFING GEAR
901. GENERAL
There are two main arrangements of draft and buffing gear in use on Broad
Gauge. The older arrangement, which is found on few wagons, consists of a screw
coupling with side buffers. In this design the draft load is transmitted through the
screw coupling, draw hook and draw hook springs while the buffing force is borne by
the side buffers. The conventional screw coupling (WA/BD-125) has a working load
of 22.5t. The restrictions of size and weight limit the extent to which the draft
capacity of this coupling can be improved. Recognizing this fact, the other
arrangement on BG wagons is that of a Centre Buffer Coupler (CBC) which transmits
both draft and buffing loads. The knuckle type centre buffer coupler was adopted for
BOX, BOXN and other new design of wagons. Later on, a smaller knuckle type
coupler, known as the Alliance-II coupler, was introduced for four wheeler wagons.
The working strength of CBC and Alliance-II coupler is 120 tonnes and 54 tonnes
respectively. CBC also has a transition version called “Transition Coupler” which
incorporates a screw coupling and a pair of side buffers to permit attachment with
wagons fitted with screw coupling.
902. CONVENTIONAL BUFFING GEAR

The buffing gear plays a vital role in protecting the entire wagon against damages
due to impacts. The buffing springs have to perform the basic function of absorbing
buffing impacts received in service and to transmit these gradually to the underframe.
Hence the working capacity of these buffing springs should be adequate to meet these
requirements.
The buffing gears are of two types viz. "Long Case" & "Short Case". Long case
buffers are higher capacity buffers. These are provided on bogie stock to protect the
head stock and underframe from damages. It has a capacity of 1030 kg-m as the
momentum of bogie stock in marshalling/shunting is greater than that of four wheeler
stock.
The short case buffers were used on four wheeler stock and has a capacity of
515Kg-m. It was decided to replace the 515 Kg-m (20 inch-ton) side buffers of four
wheeler stock by 1030 Kg-m (40 inch-Ton) capacity side buffers with a view to
minimise incidence of damages to Four wheeler underframe as was found inadequate.
WAGON MAINTENANCE MANUAL

HINDI CONTENT
The main components of the buffing gear sub-assembly are as under:-
■ Plunger ■ Centre washer.

■ Buffer casing. ■ Washer
■ Spindle ■ Nut
■ Outer coil spring. ■ Cotter
■ Inner coil spring ■ Plug.
903. BUFFING GEAR REPAIRS

For POH of buffing gear, IRCA Pt. III Rule No. 2.13 should be followed.
The shop repair practices for various components of the sub-assembly are
described below:-
A) Plunger- The plunger generally wears on the buffing face or at the
portion of the body where it rubs against the casing. It is sometimes
patched by means of a M.S. plate secured by six countersunk rivets to provide
proper thickness. The wear on the plunger body that occurs due to rubbing
against the casing should be rectified by welding.
B) Buffer Casing - This item is also subjected to bending owing to heavier
shocks in hump shunting or severe jerks during train running. The casings are
also subjected to cracking under these conditions. The minor cracks are
repaired by heating, straightening and welding using electric arc welding.
C) Spindle – Any damage to the threads is rectified by re-threading and a suitable
step size nut. Wear on the portion that moves in the cover washer, buffer
casing and head stock is rectified by plaster welding followed by machining
and normalizing. The spindle is also subjected to bending. In this case, it
becomes necessary to detach the spindle from the plunger by oxy-cutting the
plug and straightening. Sometimes, the spindle is also found cracked at the
cotter way. Such spindles are to be scrapped.
D) Outer and Inner Coil Springs- The springs are subjected to load deflection
test and repaired before reuse, if necessary. The other items are generally
reused unless found defective or broken.
904. BUFFER PROJECTION

Buffer projection from the headstock on broad gauge wagons should be within
limits shown below:
For Long Case For Short Case
Maximum 635 mm 456 mm
Minimum 584 mm 406 mm
After POH, the projection shall not be less than 625 mm and 445 mm for long
case and short case buffers respectively.

HINDI CONTENT
905. BUFFER HEIGHT

Buffer height in B.G. stock shall be within limits given below on level track:
Empty Loaded
1105 mm (max.) 1030 mm (min.)
906. B.G. DRAW GEAR

The draw gear helps in transmitting the tractive effort of the loco to the
individual wagons. It has to perform this function smoothly without causing any
damage to the wagon structure.
The draw gear arrangement has to be of robust construction and adequately

sprung to minimize the impact loads owing to the starting jerks reaching the wagon
underframe. The draw gear provides a continuous link between different vehicles
comprising the train and failure of any of these can lead to train parting which can
cause damages to wagons.
The main components of BG conventional draw gear are as under:-
■ Draw Hook
■ Draft Key
■ Draft link
■ Cotter
■ Helical Springs
■ Washer
■ Nut
■ Bent Pin
■ Screw coupling
The parts of the screw coupling are as under:-
■ Shackle
■ Links
■ Trunion nut
■ Ferrule
■ Screw
■ Washer
The following procedure may be followed for repair of the BG Draw gear and
screw coupling components in the workshops.

HINDI CONTENT
907. PROCEDURE FOR RECLAMATION OF B.G. DRAW BARS IN

WORKSHOP
A. SCREENING DRAW BARS FOR RECLAMATION
For reconditioning by welding/stamping or forging, the maximum

permissible wear at the different locations are as follows:-
-----------------------------------------------------------------------------------
Location. Max. permissible wear in mm.
-----------------------------------------------------------------------------------
(a) Root of hook near point of 12.7
contact with screw coupling shackle.
(b) Shackle pin hole 6.35
(c) Underside of sq. portion of shank 12.7
(d) Cotter hole 12.7

-----------------------------------------------------------------------------------
The hooks on which wear is more than above should not be considered
for reconditioning.
B. METHOD OF RECONDITIONING
For wear at: -
Location (a) Reconditioning should be done only by

stamping or forging.
Location (b) For reconditioning of shackle pin hole,

bush to be fitted in position.
Location (c) and (d) Reconditioning should be done by

building up with weld deposition.
C. RECONDITIONING BY WELDING
a. The worn out portions to be reclaimed should be ground or filed in

order to remove scales, rust, work hardened layers and cracks, if any.
b. The draw bar should be uniformly preheated in a suitable furnace to a

temperature between 200 to 250 deg. C before welding and soaked for
at least one hour at the preheating temperature.
c. Welding should be carried out in down-hand position following the

sequence in accordance with RDSO Sketch No. SK 69075.

HINDI CONTENT
d. Low hydrogen type of electrodes approved under class D or class E of
the approved list of electrodes issued by RDSO should be used. Class
E electrodes are preferred. The electrodes should be preheated between
temperature 120 and 150 deg. C for atleast one hour immediately
before use.
The usual precautions for using low hydrogen type electrodes
should be carefully followed i.e. use of shortest possible arc,
avoiding weaving as far as possible etc. The polarity and current
range recommended for the particular brand of electrode by the
electrode manufacturer should be strictly adhered to.
I. Stray arcing on the portions which are not covered by weld
deposits should be avoided.
II. The number of layers to be deposited varies according to

wear. Either 4 mm or 5mm dia. electrodes should be used.
III. Inter pass cleaning in case of multi-run deposits should be

carried out properly to avoid slag entrapment.
e. After welding, the draw bar should be heated to hardening temperature
of 840-860 deg. C, soaked at the rate of 1/2 hr. per 25 mm of thickness
and quench in oil Temper at the temperature between 550-600 deg. C
(soaking period atleast 1/2 hr. per 25 mm of thickness) and then allow
to cool in air.
f. The reclaimed portion should be dressed smooth and flush with
contour of the portion built up.
g. The weld metal and heat-affected zone after the cleaning should be
tested with magnetic crack detector/surface penetrant.
D. RECONDITIONING BY STAMPING/FORGING
a. Make sure that sufficient material is available in the hook portion of the worn
out draw bar for carrying out stamping or forging for reconditioning. Where
sufficient material is not available, drawbars should be condemned.
b. For stamping/forging, the draw bar should be soaked at a temperature of 1050-
1100 deg. C for three hours. No stamping/ forging should be continued when
the temperature falls below 900 deg. C.
c. After forging, the draw bar should be cooled and fins removed.
d. Heat to hardening temperature of 840 - 860 deg. C, soak at the rate of ½ hr.
per 25 mm of thickness and quench in oil. Temper at a temperature between
560 - 600 deg. C (soaking period at least 1/2 hr. per 25 mm of thickness)
and allow to cool in air.

HINDI CONTENT
e. Proof load Test- Each reconditioned draw hook shall be subjected to a

proof load of 36 tonnes and must not show any signs of permanent set
under that load as indicated in IRS specification No. R-11-67 Clause 7.1.
f. All drawbars reclaimed should be stamped with the shop code initials, date,
month and year for easy identification and reference in case of failures.
908. PROCEDURE FOR RECLAMATION OF B.G. SCREW

COUPLING IN WORKSHOPS
A. TRUNION, TRUNION NUT AND SHACKLE PINS
The wear on the trunion nut and worn shackle should not be repaired by
welding and these should be discarded when worn to permissible limits. The
maximum permissible wear at trunion pin (nut) as well as for shackle pin is
3.17 mm.
B. PROCEDURE OF RECONDITIONING SHACKLES OF SCREW

COUPLINGS BY WELDING
The shackle of screw coupling develop wear at both the EYES and on
the bend where it rubs against the hook of draw bar. The worn out shackle can
be repaired by welding. The reconditioning procedure is detailed below:
a. The worn out portions to be reclaimed should be ground or filed in

order to remove scales, rust, work-hardened layers and cracks, if any.
b. The job should be uniformly preheated to 200 deg. C to 250 deg. C

prior to welding.
c. An approved brand of low hydrogen type of electrode classified under

class 'E' by R.D.S.O. should be used.
I. The low/hydrogen type electrodes to be used should be heated

130 deg. C to 150 deg. C for at least one hour immediately
before use.
II. The usual precautions for using low hydrogen type electrodes
should be followed i.e. use of shortest possible arc, avoiding
weaving as far as possible etc.
d. After welding, the shackle should be hardened heating to 840 - 860

deg. C (soaking at the rate of 1/2 hr. per 25 mm of thickness) and
quench in oil. Temper at 550-600 deg. C soaking at the rate of 1/2
hr./25 mm of thickness and allow to cool in air.
e. The welded portion should be dressed smooth by filing / grinding.

HINDI CONTENT
f. While repairing transition coupling, it should be ensured that trunion

washers used in the assembly are according to R.D.S.O. Drg. No. SK-
69503. The washers should preferably be riveted properly on the
trunion lugs.
g. Heat Treatment - All screw coupling assemblies, spare shackles,
trunion nuts ,screws, links and pins shall be suitably oil
quenched and tempered as per the following procedure-
"Heat to hardening temperature of 840 - 860 deg. C soak at

the rate of 1/2 hr. per 25 mm of thickness and quench in oil. Temper
at a temperature between 550 - 600 deg. C soaking period at least
1/2 hr. per 25 mm thickness and then allow to cool in air.
909. MAINTENANCE OF DRAW GEARS DURING RE-PACKING

AND NORMAL REPAIRS IN SICK LINE
A) Check all draw gear components for correctness and ensure that they are
properly assembled.
B) Pay special attention to draw bar assembly to prevent excess play.
C) Correct type and size of draw bar springs, sufficient plain washers of 13 mm
thickness beyond the spring and inside the nut must be provided which must
be tightened sufficiently to clear the cotter slot and a correct size of cotter used
and properly split to avoid slackening.
D) Use of non-standard material such as shackles and pins manufactured locally

in sick line should be avoided.
E) Repair to drawbar, screw couplings and their components are prohibited in

sicklines as they are not provided with stress relieving facilities. It must be
ensured that only metric size nuts are used on metric size drawbars.
F) Screw couplings of wagons passing through sick lines should be oiled and
greased.
G) When re-packing is done on M.G, the draw gears components should be

checked. The main draw bar nut is to be removed and refitted to ascertain if
the fit of the thread is tight.
910. REPAIR & REJECTION RULES

The staff in workshops and maintenance depots should strictly follow repair
practices embodied in IRCA Part III Rule No. 2.14.1 to 2.14.16.3 for BG and MG.
Rejection rule No. 4.9.1 to 4.9.17 for BG and Rule No. 4.10.1 to 4.10.13 for MG.

HINDI CONTENT
911. CENTRE BUFFER COUPLER & DRAFT GEAR

A) Indian Railway uses AAR type centre buffer couplers having E-type head and
F-type shank for freight stock on Broad Gauge system. These couplers are
generally as per requirements of AAR specifications M-201, M-205 and M-
211.
B) The draft capacity of the AAR coupler depends on the strength of knuckle,
which is weakest link in the assembly. The yield strength of knuckle of
material AAR M-201 Grade `C' & Grade È' is 132t and 180t respectively.
C) ADVANTAGES OF AAR CENTRE BUFFER COUPLER
■ Coupler and buffing gear are both located together at the centre of the
wagon.
■ Centre buffer coupler is identical at either end of the wagon and hence
wagon direction is immaterial.
■ Coupling action between wagons is automatic.
■ With transition arrangement, coupling with screw coupling is possible.
912. PARTS OF CENTRE BUFFER COUPLER ASSEMBLY

The main parts of Centre Buffer Coupler are as under:-
i) Coupler body
ii) Knuckle
iii) Knuckle pivot pin with washer
iv) Lock
v) Knuckle thrower
vi) Toggle
vii) Universal lock lift lever connector
viii) Lock lift lever hook
ix) Lock lift rivet
x) Lock lift lever rivet
xi) Top lifter hole cap
xii) Yoke pin
xiii) Yoke
xiv) Yoke pin support.
xv) Striker casting
xvi) Striker casting wear plate
xvii) Shank wear plate
xviii) Yoke support plate
xix) Draft Gear arrangement with front follower
xx) Safety bracket with anchor plate
xxi) Uncoupling gear arrangement
xxii) Back stop
xxiii) Clevis for Transition type coupler only
xxiv) Screw coupling for Transition type coupler only
xxv) Clevis pin for transition type coupler only

HINDI CONTENT
All parts of non-transition coupler are identical and therefore inter-
changeable with those of the transition type coupler except striker casting with
wear plate and coupler body with shank. In transition CBC coupler body with
shank is longer and provided an arrangement to fit clevis with the help of clevis
pin.
FIG 9.1 : TRANSITION COUPLER

PULLING PACE
HORN LINE
FIG 9.2 : NON-TRANSITION CBC

HINDI CONTENT
913. INSPECTION OF CBC

A) Coupler and operating mechanism: When inspection of coupler and
coupler operating mechanism is made, it is important to check and make sure
that when the coupler operating mechanism is operated to fully open the
knuckle, the handle released and the knuckle slowly closed, the lock drops
freely and the mechanism returns to fully locked position. The lock position is
indicated by the toggle, which is clearly visible below the coupler head.
B) Only dry lubricant shall be applied to the coupler head or the coupler head
fittings. This lubricant may be applied using water, alcohol, or other non-
petroleum based carrier.
C) Only exposed surfaces of Coupler and Yoke shall be painted with Black quick
drying paint in accordance with IRS R6. Paint must be applied to the inside
of the Coupler or internal fittings. Painting shall be done after the
completion of inspection of Coupler & Yoke of acceptable casting lot.
D) When in the transition Centre Buffer Coupler, the knuckle does not move
freely, grind the top face of "top pulling lug" and "lock face" of
knuckle in position. If still not free, remove knuckle and clean "pin
protector guides" on coupler head. If, after attending to knuckle, the lock
still does not fall, remove the lock and grind “locking face knuckle side” on
lock so that the lock falls freely.
E) Inspection of couplers, whilst fitted to wagons, should be made to ensure

that proper clearance is available to prevent interference in any position
which it can assume during train operation. The procedure is as follows:-
a. Check correct operation in order to ascertain that full knuckle throw,

lock set, lock-to-lock (anti-creep) and locking is obtained ,if any of
these functions be unsatisfactory, they should be corrected by
replacing the defective components.
b. Check that the shank is not bent out of alignment with the head.
If defective, the coupler shall be removed for straightening of shank.
c. Examine shank wear plates (when fitted) and if worn through, the
couplers shall be removed for fitting of new plates. Examine wear
on shank (when wear plates not fitted) and if wear is approaching
6.5 mm (1/4"), the coupler shall be removed for building up of
shank by welding.
d. Examine head for cracks in the knuckle side wall. If cracked, the
coupler shall be removed for reclamation.

HINDI CONTENT
e. Check the distance between the nose of the knuckle and the guard arm
with gauge No. 1. If it passes (which is 5.5/16" long), it indicates that
the coupler has its condemning limit. In such a case the knuckle pivot
pin, lock etc. should be replaced so that gauge No.2 does not pass. If
this gauge passes, then the coupler should be removed for
reclamation.
f. Examine the operating mechanism. If defective or deficient, the

defective or deficient components should be replaced to ensure free
movement.
g. Check knuckle pin & clevis pin to ensure that pin of correct size has
been used. Check fastening arrangement of knuckle pin and
clevis pin. The former has a welded washer while the later has a
riveted head over a washer in position.
h. Coupler height should be checked in accordance with IRCA Part III

Rule No. 2.13.7.
i. All defective/deficient components shall be replaced in CBC, clevis

and screw coupling (in case of transition couplers).
914. INSPECTION OF DRAFT GEARS (HR-40-I & MF-400-I-IR)

A. Excessive slack in draft gears is not permitted and this should be either
reduced or eliminated. The maximum permissible free slack in the draft gear is
25 mm(1") after which, it shall be removed and reclaimed or condemned. The
free slack can be determined by first sledging the coupler back solid and
then measuring the clearance between the coupler horn and the striker face.
Next by inserting a long bar between the horn and striker face, pry coupler out
as far as possible and again measure the space between the horn and the striker.
The difference between these two measurements is the amount of free slack.
B. Visual examination of the rubber pads when the draft gear is in place in the
wagon can be misleading and the draft gears shall therefore, be inspected at
every POH of the wagon, irrespective of the amount of free slack existing.
915. REMOVAL OF COUPLER AND DRAFT GEAR FROM WAGON

A) Remove yoke pin support plate by conventional methods. Then remove
the yoke pin if necessary by inserting two chisels where the front follower
bears hard against striker casting at the draft lugs.
B) The coupler will now be loose and can be pulled out. Care must be taken to
avoid personal injury as the coupler weighs over 200 Kg. and its head is
heavier than the shank.

HINDI CONTENT
C) Remove the yoke support plate by conventional means When the gear is
loose in the wagon pocket, the gear and yoke assembly must be supported
by jacks or other means to avoid personal injury.
D) To remove the gear and yoke assembly when the gear is tight in the wagon
pocket, first apply cross key through front of yoke and position in yoke
pinhole. Then apply screw B in cross key A and turn until contact is made
with front follower of draft gear. With wrench C, turn screw with the aid of a
piece of 38 mm (1 1/2") pipe until gear is loose in the wagon pocket. Remove
wrench and lower the gear and yoke assembly on supports from the wagon
pocket.
C
CROSS KEY 'A'
Fig. 9.3
REMOVAL OF DRAFT GEAR FROM WAGONS
E) To remove the draft gear from the yoke, compress the gear by means of
screw and insert two pre-shortners as done during assembly. Then release the
screw and remove draft gear.
916. COUPLER RECLAMATION PRACTICES

A. COUPLER BODY
a. Coupler body with broken or missing parts shall be scrapped. Building up
of worn surfaces inside the coupler head such as pulling lugs, buffing
shoulders, lock wall etc. is prohibited.
b. Cracks: Cracks on the coupler body may be repaired by welding, but
the body shall be normalized after welding. Cracks in the guard arm
of front face may be welded provided, they do not extend through the
full thickness of the front face.
Note: After reclamation of coupler body and knuckle, check with
gauge No 4 to ensure that contour has been properly restored.

HINDI CONTENT
B. SHANK
a. Shank Length: Shank length should be measured from the horn to the
crest of the butt. It should conform to the dimensions shown in Fig.
below.
A
C B
D
WHEN VERTICAL DEPTH MEASURES 61/2”
OR LESS IT SHOULD BE BUILT TO NORMAL
3
DEPTH 6- /4” BY WELDING
Fig. 9.4 : SHANK LENGTH
If the butt is worn it may be built up by welding using suitable

electrodes. After welding, surface ground reasonably smooth to fit gauges.
While building up it must be ensured that the shank length is increased
only by the amount B necessary to restore the dimension "yoke pin hole to
butt" but must not exceed the maximum. After welding, the coupler body
shall be normalized in accordance with the instructions.

HINDI CONTENT
Before Reclamation After Reclamation
Min. Min. Max.
------------------ -------------------------------------------------------------------------
TRANSITION
A. 723.9mm(28 1/2") 733.4 mm(28-7/8") 739.8mm(29-1/8")
B* 98.4mm(3-7/8") 95.3+.051mm (3-3/4" + 0.002")
-.8 - 1/32")
C. 74.6mm(2-15/16") 84.9mm(3-11/32") 88.9mm(3-1/2")
D. 173mm(6-13/16") 182.6mm(7-3/16") 185.7mm(7-5/16")
STRAIGHT
A. 546.1mm(21-1/2") 555.6mm(21-7/8") 562mm(22-1/8")
B. 98.4mm(3-7/8") 95.3+ 051mm (3-3/4" + .002")
- .8 - 1/32")
C. 74.6mm(2-15/16") 94.9mm(3-11/32") 88.9mm(3-1/2")
D. 173mm(6-13/16") 182.6mm(7-3/16") 185.7mm(7-5/16")
* No reclamation for building up of wear on dia. is permitted. However,

nominal dimensions is 95.3 (+0.051mm; -0.8 mm) or 3-3/4" (+ 0.002"; -
1/32")
b. Shank depth: When vertical depth of shank is 165 mm(6 1/2") or

less, it shall be built up to the normal depth of 171 mm (6-3/4") by
welding and then normalized.
c. Yoke pin hole in shank :Building up of yoke pin hole is prohibited.

However, the coupler may be used until the yoke pin hole diameter
reaches 98 mm.
d. Shank wear plate: When thickness of shank wear plates is 5 mm, it

should be replaced by new shank wear plate.
e. Bent Shank: A bent shank may be straightened under a press after

heating to 845 deg.C. Care should be taken to bring the head into
proper alignment within limits and then allowed to cool in still air.
Before use, the coupler body shall be carefully examined for cracks that
may have developed as a result of the straightening.
C) Guard arm : Coupler body with distorted guard arm may be restored either in a
press or with light hammer blows after heating. Care should be taken to heat
only a small area to prevent distortion of the opening in the front face of the coupler.
After rectification the coupler body shall be normalize and then checked by
Guard Arm Distortion on Gauge No.67.
D) Knuckle: (Nose wear stretch and cracks) Building up of nose wear on knuckles is
hitherto prohibited. All knuckles exceeding the limits of gauge No. 3 for nose wear
stretch shall be condemned.

HINDI CONTENT
a. Knuckle Pivot Pin:- Pins having steps or cracks or which have a
diameter less than 40 mm at any point shall be condemned.
Bent pins may be reclaimed by heating, then straightened and

allowed to cool in still air. Finally the pins shall be heat-treated to a
hardness of 250-305 Brinell.
b. Knuckle Thrower:- Knuckle thrower excessively worn, broken, bent

or otherwise distorted, shall be condemned.
E. Hub Wear: When hub height is less than 202.4 mm (7- 31/32"), it may be
built up by welding the bottom hub face to the maximum height allowed by
gauge No.8. After welding, knuckle shall be normalized and tempered in
accordance with the heat treatment instructions.
F. Pulling lug and pin protector wear. Worn pulling lugs and pin protector
bosses may be built up by welding within the limits of gauges 10 (top)
and 11 bottom).Top and bottom pin protector gauge No.12 (Refer RDSO's
Technical Pamphlet No. G-80 for Figures of gauge ) shall be used to check
the pin protector bosses separately after welding. After building up, the
knuckle shall be normalized and tempered in accordance with heat
treatment instructions.
G. Lock
a. Lock engagement surface wear: Wear on lock engagement surface may

be built up by welding to the limits of gauge No. 9. After building up,
normalizing or tempering is not required.
b. Depressions found on lock as a result of contact with the knuckle or

coupler body lock engagement surfaces may be built up by welding.
The building up shall only be to the level of the surrounding surface of
the lock face. Normalize and quench/temper in accordance with the
heat treatment instructions.
c. Lock lift assembly:- Lock lift assembly excessively worn, broken bent
or otherwise distorted shall be condemned.
H. Clevis and Clevis Pin:- Clevis shall not be built up by welding. If worn more
than 3 mm it shall be condemned. Pins having steps or cracks or which have a
diameter less than 37 mm at any point shall be condemned. Bent pins may be
reclaimed by heating, then straightened and allowed to cool in still air. Finally
the pins shall be heat-treated to give a hardness of 250-305 Brinell.
I. The reclamation practice for screw couplings is similar to IRS WA2 screw
coupling.

HINDI CONTENT
917. DRAFT GEAR RECLAMATION PRACTICES FOR CARDWELL

WESTINGHOUSE (HR-40-I) DRAFT GEAR
A. YOKE
Building up wear on straps or in the yoke pin hole is prohibited. However, if

yoke strap is worn 3 mm or less at contact with support plate, it may be
inverted and reused. If yoke strap is worn more than 3 mm, the yoke shall
be condemned. Maximum wear of 1.6 mm (1/16") on diameter is
permitted in yoke pin hole. If wear exceeds this limit, the yoke shall be
condemned.
B. YOKE PIN
Pins bent or having steps or cracks or if diameter is reduced by 3

mm at any point, they shall be condemned.
C. HOUSING
Building up of wear on housing is prohibited but a wear upto a

maximum of 3 mm in depth on either side is permitted. Housings having
excessive wear or cracks shall be condemned.
D. INTEGRAL FOLLOWER
Building up of wear to a depth of 3mm is permitted.
E. RUBBER PADS
Rubber pads may be reused provided no pads are bent, worn,

broken or have rubber separation in excess of 38 mm deep x 127 mm
wide. Damaged pads may be replaced by used serviceable pads removed
from other gears. New pads should not be used as far as possible with old
pads as fitting will not be satisfactory.
F. RUBBER PACK
a. The pack with 11 Nos. of rubber pads and 10 Nos. of spacer plates,
when assembled in the housing with follower, shall not be less than
632 mm (24-7/8"). Slack more than 13 mm (1/2") below 619 mm (24-
3/8"), shall be built up by use of either spacer plates or one rubber pad.
For stability reasons the use of not more than one additional pad is
recommended. Any worn pad shall not be replaced by steel shims.
During reconditioning, precautions be taken to prevent oil or grease
coming in contact with rubber pads as these substances shorten the life of
the pads.

HINDI CONTENT
b. When draft gear is removed for causes other than lateral
misalignment of pads and there is less than 6.35 mm(1/4") slack in the
front unit, this unit may be reused. Prior to reusing, measure height of
unit. If less than 187 mm (7-3/8") but not less than 168 mm (6-5/8"),a
steel shim, 216 x 267 of sufficient thickness to restore the height to
187 mm (7-3/8") may be stitch-welded all around intermediate
follower. Units measuring less than 168 mm (6-5/8") shall be scrapped.
c. When the front unit of pads is broken or damaged or found tight in the
intermediate follower, it can be pressed out by using a 12.7 mm (1/2")
steel pusher plate 203 x 179 m.(The width is required to bear on all 7
rubber pad steel inserts and still clear the followers). The intermediate
follower must be blocked upto a height 229 mm or more (9" or more)
that will allow the unit of pads to clear. Retaining tabs on both end
pads must be straightened prior to pressing out the unit.
G. REAR CUSHIONING UNIT

a. The rear unit of rubber pads can be reused provided no pads are bent,
worn, broken or have rubber separation in excess of 38 mm deep x 127
mm width. Replacement of the pads can be made with used
serviceable pads removed from other gears. The use of new pads with
used pads is not recommended as fitting between such pads will not be
satisfactory.
b. Prior to re-application of a used rear unit of pads, measure its
height. When the unit measure 188.9mm (7-7/16") or less but not less
than 171.5 mm(6-3/4") a steel shim 216 x 305 mm of sufficient
thickness to restore the height to 188.9 mm(7-7/16") can be used.
H. WAGON POCKET
Prior to re-application of the reconditioned gear to the car pocket
measure the pocket. If greater than 628.6mm (24-3/4") build upto 625.5 mm
(24-5/8") (+ 0-1/16" tolerance ) by applying steel shims to back steps. To
avoid unequal loading the pocket shall be kept square within 1.6 mm (1/16").
918. RECLAMATION PRACTICES FOR NATIONAL RUBBER (TYPE

MF 400-I-IR) DRAFT GEAR
A. YOKE AND YOKE PIN
The yoke and yoke pin shall be reclaimed as detailed in 917 A and 917B above.
B. FOLLOWERS
Building up of wear on follower casting is prohibited. Normally, there is very

slight wear and wear up to a depth of 3.2 mm (1/8") is permitted.

HINDI CONTENT
5
5 PADS 5 PADS
2 A
2 PADS 4 2 PADS
SPOT WELD NUT

A B 6
7"
GEAR ASSEMBLED TO 24 /8
3"
PRESHORTENED TO 24 /8
5"
FOR 24 /8 GEAR POCKET
PATENTED
NATIONAL
MF-400 IR
42032.0
8 5"/8
ISSUE LETTER
THIS END TOWARDS COUPLER
1. FRONT FOLLOWER 4. FRONT UNIT

2. INTERMEDIATE FOLLOWER 5. REAR UNIT
3. REAR FOLLOWER 6. RETAINING BOLTS
Note : INSERT PRESHORTENERS AT A & B
Fig. 9.5 : RELEASED DRAFT GEAR
C. FRONT COMPENSATING UNIT

a) The front unit of rubber pad is to be replaced with a new unit when
either of the following conditions is found:
I. More than 6.35 mm (1/4") slack in the unit length less than 168
mm (6-5/8").
II. Lateral displacement of pads to the extent where pads are
being damaged.
b) Pads bent ,broken or having rubber separation from steel insert in
excess of 38 mm deep by 127mm in width be stitch-welded all
around to gear of the intermediate follower. Units measuring less
than 171.5 mm (6-3/4") must be scrapped.
c) In either the front unit or the rear unit, rubber pads shall not be
replaced by steel shims as it affects the characteristics. Similarly more
than the original number of pads should not be provided. During
reconditioning precautions shall be taken to prevent oil or grease
from contacting the rubber pads, as these substances will shorten the
life of pads.

HINDI CONTENT
d) Wagon Pocket
Prior to re-application of the reconditioned gear to the wagon

pocket, measure pocket and if greater than 628.6 mm (24-3/4")
built upto 625.5 mm (24-5/8") (+0-1/16 tolerance) by applying steel
shims to back steps. To avoid unequal loading the pocket shall be
kept square within 1.6mm (1/16").
919. DEVELOPMENT OF HIGH TENSILE COUPLER & HIGH

CAPACITY DRAFT GEAR
On BG system, to minimize the maintenance problem and to run heavy
hauled freight train, the existing grade `C' type coupler have been replaced to grade
È' type coupler known as high tensile coupler. A comparative chart of grade `C' and
grade È' coupler is given below:
Material Ultimate Yield strength

AAR M-201 & Tensile strength ( in tonnes)
AAR M-211 (in tonnes)
STD. HT. STD. HT. STD. HT.
Coupler body Gr.B Gr.E 290 330 169 205
Knuckle. Gr.C Gr.E 251 295 132 180
Standard CBC and high tensile CBC are identical in dimension hence
no problem to couple each other. Draft capacity of the high tensile coupler also
depends on the weakest link i.e. knuckle. The yield strength of the knuckle is 180t
compared to 132t in standard coupler. The draft capacity of HT coupler is 36%
higher.
The standard draft gears are to be replaced by high capacity draft gears
vide Rly. Board`s letter No.84/M(N)/172/3 Vol. I dt. 11.1.90 and 84/M(N)/172/3 dt.
5.7.90. And new freight stocks would be fitted with high capacity draft gears.
■ Mark-50 ) These are the high capacity draft gears.

■ RF-361 )
A. COUPLER
i. All bogie wagons manufactured prior to 1984-85 are fitted with HR-40-I
or MF-400-I - IR draft gears.
ii. At present freight stock are fitted with high capacity draft gear i.e. RF-361
& MK-50.

HINDI CONTENT
B. DESIGN FEATURES OF HIGH CAPACITY DRAFT GEARS
Type Wt. Capacity Travel Reaction Performance Energy

of Draft (kg) (kg.m.) (mm) force efficiency absorption
Gear (tonnes) (%) (%)
MK-50 170.3 5385 81.5 269.0 23.7 86
RF-361 138.0 5725 67.8 232.3 36.6 79.6
920. RF-361 DRAFT GEAR

This type of draft gear is a fully enclosed, self-contained unit assembled with pre-
compression force of rubber pads, so that all parts are tight in relation to one another.
Under normal service condition the draft gear is tightly fitted in yoke with front
follower plate.
Note :- All the drawing no., part no. and gauge no. mentioned hereunder are as per literature
of Burn Standard Co. Ltd., Howrah Works, titled “INSPECTION AND
MAINTENANCE MANUAL FOR HIGH CAPACITY DRAFT GEAR RF-361”
A. COMPONENTS OF RF-361 DRAFT GEAR
■ Housing (cylinder)
■ Wedge
■ Shoes 3 nos
■ Bore inserts
■ Top follower
■ Rubber pads (Elastomer unit)
■ Rear wall plate

HINDI CONTENT
Fig. 9.6 : RF - 361 DRAFT GEAR
B. LIST OF GAUGES FOR RF-361 DRAFT GEAR
a. Gauges for housing:
■ Gauge - 27200) Profile gauge.

■ Gauge _ 27706)
■ Gauge _ 27257 Flatness gauge.
■ Gauge _ 27244 Height gauge ( GO & NO-GO)
b. Gauges for Shoes
■ Gauge - 27253
■ Gauge _ 27254
■ Gauge _ 27298
■ Gauge _ 27716

HINDI CONTENT
c. Gauges for Wedge
■ Gauge - 27215
■ Gauge _ 27216
■ Gauge _ 27266
■ Gauge _ 27267
d. Final Inspection gauges
■ Gauge - 27207 - Pre-shortened assembled gauge

■ Gauge - 27739 - Box gauge
C. MAINTENANCE
a. The RF-361 draft gear will require complete reconditioning, i.e.
removal and replacement of the rear wall plate only if the gear has
loosed clutch components (shoes & wedges), a broken housing, or a
cracked weld at the rear wall.
I. A loose clutch will normally mean that there is either a

defective rubber springs package or excessive wear has
taken place on the cylinder bore friction surfaces. With a
loose clutch, the steel components will usually be moved by
hand.
II. A cracked weld indicates poor welding practice during
initial assembly causing a fatigue crack, or brittle weld which
can fail under extremely high shocks loading etc.
III. If a loose clutch, broken housing, or a cracked weld are not
present then only removal and replacement of clutch
components is necessary. Normally, clutch disassembly and
replacement is the only reconditioning needed in the RF-361
draft gear.
b. DISASSEMBLY PROCEDURE FOR RF-361 DRAFT GEAR
If either the shoes or wedge are broken and clutch is not loose, the
following disassembly procedure can be used to replace the broken
components.
(I) The following equipment & special tools will be required to

remove the shoes and wedge from the draft gear;
i. 200 tonnes vertical open gap press

ii. Assembly block Drg. No.27051
iii. Assembly Ring

HINDI CONTENT
iv. A wooden taper wedge plug for the old style hollow
wedge or a 76 mm or 3" diameter industrial strength
magnet with special long handle for the new solid
wedge.
(II) The press should be equipped with an appropriate ram press head to
drg. no 27800 to facilitate removal operations.
III. Place the assembly ring over the top outside of the friction bore of the
cylinder. Put the assembly block inside the assembly ring so that its
three slegs evenly contact the three shoes. Place the magnet on top of
the solid wedge, its handle protruding through the hole in the assembly
block.
IV. Press down the assembly block compressing the shoes slowly into the
gear. While continuing to press on the shoes grasps the magnet or
wooden plug handle and rotate the wedge clockwise until the wedge
lugs are completely clear of the housing lugs. The top of the shoes
need to be almost even with the bottom of the housing lugs before
the rotation can be accomplished. Once the lugs are clear to each
other compression can be released and wedge and shoes can be
removed.
c. INSPECTION OF COMPONENTS
I. SHOES
The shoe, which have to be reused must be free from the following
defects.
■ No concave wear on any friction surface

■ No cracks or spalls
■ No wear more than 0.8 mm or 1/32" on any friction surface
II. WEDGE
The wedges which have to be re-used must be free from the

following defects.
■ No crack or spall of the carburized case on the friction

faces or the top of the wedge.
■ No wear more than 0.8 mm or 1/32" on the friction surface.
■ No indication of broken or any cracks on any of the locking

lugs.

HINDI CONTENT
III. HOUSING OR CYLINDERS
! The inside friction bore walls must be worn symmetrical

and the wall thickness must not be less than 20.6 mm or
13/16"
! There must not be any bottom ridging in the bore.
! Bore taper should be smooth and any concavity must not be
exceed 0.8 mm or 1/32". There should not be broken lugs or
cracks in the housing.
! The housing should not be bulged outside.
! The housing must pass through profile gauges No. 27706
and 27200.
! Housing base flatness must meet gauge No. 27257.
IV. To function properly, every part of the assembly must be free of oil,
grease and moisture. The parts should be kept properly during storage,
handling and re-assembly.
V. Wedge and shoes are to be shot-peened to remove rust and dirt before
assembly. Shot-peening also allows better visual examination. No
sharp edges are to be permitted on these parts, since they could cause
cutting and gouging.
VI. For re-assembly, the assembly ring is first placed over the housing.
The three shoes are put into position in the bore, and the wedge (with
magnet placed over the shoes) with each wedge lug resting on the
angled shoulder of a shoe. Next, the assembly block is put over the
wedge carefully, pushing the shoes into the housing. When the top of
the wedge lug has cleared the bottom of the housing lug, clockwise, the
wedge will fall into place and the compression can be released,
completing the assembly.
D. COMPLETE RECONDITIONING
a. If complete reconditioning of the gear is required either because of a loose
clutch or a broken weld, the shoes and wedge must be removed from the
gear in the manner that has been described above. This reduces the internal
spring force of the gear stated above.
b. The rear wall plate must be removed from the gear housing for complete
dis-assembly. The gear should be mounted in a holding fixture
incorporating a hydraulic press acting axially on the housing ends. Lock
the hydraulic ram about ¼” (6 mm) longer than the housing length so that
the rear plate will be able to separate from the housing during cutting. The
press ram must be capable of resisting a force of 10 tons exerted by the
rubber pad spring stack.

HINDI CONTENT
c. Cutting of the rear wall plate can be done by an abrasive cut-off wheel,
sawing or flame cutting. Make the cut just less than the 1 ¼” (32 mm)
thickness of the rear wall plate.
NOTE
If the flame cutting is used, adequate ventilation and air movement during
the cutting must be provided. If there is a shortage of air during rubber
burning, the rubber pyrolysis could create an explosive mixture.
d. Release the hydraulic ram to free the gear. Remove the rubber pads and
internal follower from the housing.
e. Inspect the housing and also the housing wall thickness at the bottom
which must not be less than 11.9mm (or 15/32") and 19.8mm ( or
25/32") respectively.
f. Inspection of Rubber pads
I. Reject pads which show tears, large material chunks, large

bond failures, or extreme wear into the steel plate edges.
II. Pads are gauged and must not be less than 2 1/8” (54 mm) as
measured by a gap gauge at the middle of each side.
III. Bent (but not broken or cracked) steel plates are acceptable as
these will straighten during assembly.
IV. Creases and folds are normal and are acceptable for
reconditioned gears.
V. VISUAL INSPECTION OF RUBBER PADS
i. Full bonding to each of the metal is required.

ii. Top and bottom surfaces of plates must be free of
elastomer films or drops.
iii. Inspection sprues must be 3.18 mm or 1/8" min. below
the steel plate surface.
iv. Pad must be free from cracks.
v. Parting line flash should not exceed 0.78mm or 1/16".
vi. Elastomeric material should be free from foreign
material i.e., trapped air etc.
vii. Check for proper markings.

HINDI CONTENT
VI. STATIC TEST
i. Rubber pads must be inspected carefully. Hundred
percent pads are inspected visually. Squeeze each pad
to a height of 36.8 mm or 1.45" and check for bond
failure, chunks cracks and bubbles. These defects are
causes for rejection.
ii. Check pads for bulge. Elastomer should not extend
beyond the steel plates when squeezed to solid height.
iii. Pad must be returned to minimum free height of 60.96
mm or2.4" within one minute after load is released.
iv. Pads must not be skewed after the load is released.
g. INSPECTION OF INTERNAL FOLLOWER
I. Outside profile dimension must be at least 111/4” x 7”

(286mmx178 mm).
II. Base must be flat within 1/16” (1.6mm) across the diagonals.
III. Base and show support boss must be parallel within 1/16”
(1.6mm).
IV. Shoe wear indentations on the boss must not exceed 1/16” (1.6
mm).
h. INSPECTION OF FORGED ITEMS
I. Parts will be visually inspected for seams laps, scale pits,

improper grinding and other defects.
II. All items should be checked for proper and distinct markings
which should be legible.
III. Parts are to be gauged for dimensional checking.
IV. Some dimensions are checked with calipers scales or other
measuring instruments as required if gauges do not exist or
not available.
i. INSPECTION OF HOUSINGS (CYLINDERS)
I. Housings or cylinders must not have excessive porosity,

surface discontinues shrinkage and inclusions.
II. proper gauges should be used to ensure sufficient yoke
clearance and for checking rear wall flatness.
j. PREPARATION OF HOUSING PRIOR TO RE-ASSEMBLY
I. The housing is placed bore end down on a flat metal work table
next to a flame cutting fixture. An accurate flame cut may be
achieved by using either a guided torch nozzle which moves
along the stationary housing length at a fixed height, or by
moving the housing past a fixed torch nozzle.

HINDI CONTENT
II. The housing is to be cut to a length of 463.6 mm + 21.6 mm

(18 ¼” ± 1/16”). It is important to regularly clean the torch tip
to help ensure a clean and accurate cut.
III. After each side is cut, the housing is hit with a hammer to
remove slag. The work table and guides should be swept clean
of slag after each cut to ensure a level cutting surface and
proper height position for the following cuts. The housing can
be rotated by hand before cutting on a new side.
IV. Check the finished housing (cylinder) height using gage no

27244.
V. Grind after cutting with a hand grinder to;

■ Remove flame cutting marks back to clean steel
■ Remove slag deposits on the housing
■ Bring correct size to the finished length.
E. RE-ASSEMBLY OF RE-CONDITIONED RF-361 DRAFT GEAR
a. Tools required
■ 50t vertical press

■ Draft Gear assembly ring support fixture.
b. For re-assembly, the assembly ring is first placed over the housing.
The three shoes are put in position in the bore and the wedge is placed
over the shoes, with each wedge lugs resting on the angled shoulder
of the shoes. Next, the assembly block to drg. No.27051 is put over
the wedge, so the legs of the assembly block contact the top of the
shoes. Press down very slowly and carefully, pushing the shoes
into the housings. When the top of the wedge has cleared the bottom
of the housing lugs by either tapping the handle or slightly
rotating it clockwise, the wedge will take its position in place and
the compression can be released.
F. INSPECTION OF RECONDITIONED DRAFT GEARS RF-361
Draft gear shall be visually inspected for the following characteristics:-
■ Inserts - one insert per leg properly located and intact in position.
■ Shoes - must be properly positioned with respect to the wedge.
■ Housing- must be free from cracks lumps and other defects.
Components must be properly seated. Clutch components must
be tight.

HINDI CONTENT
G. WELDING OF REAR PLATE AFTER ASSEMBLY
a. After the weld zones of the housing and rear wall plate have been
suitably preheated, the heating gas is to be turned off, and the heating
ring is to be removed from the housing.
b. Place the remaining two RF-8 rubber pads on the pad stack These
pads will be projecting above the rear of the housing.
c. Place the preheated rear wall plate on top of the rubber stack and
position it as closely as possible so the edges of the plate align with
the edges of the housing.
d. Position on draft gear assembly so that it is centered directly under
the ram of the press (50 tonne vertical press). This is done to ensure
even loading and square closure.
e. Compress the rear wall plate down until it is firmly and squarely in
contact with the housing base. Check the alignment of the rear wall
plate sides in relation to the housing base sides. If necessary, release
the press pressure, reposition the plate and compress again until the
sides of the two pieces are aligned. It may be necessary to do this a
number of times, depending on the skill and experience of the
operator, till the proper alignment is obtained.
H. ROOT RUN WELDING
a. With the rear wall plate firmly held in place under the press, a root run,
approximately 6.4 mm-7.9 mm (1/4"-5/16") in depth is made completely
around all four sides. It is very important to obtain complete fusion and
penetration into the full depth of the weld preparation.
b. MIG welding with AWS A5.18-69 class E70S-1B, 1.14 mm (0.45”)
diameter, 100,000 psi tensile wire is used. Preferable shielding is a 75%
Argon and 25% CO2 gas. Wire feed speed is 45.7-50.8 cm (18-20 inches)
per minute and the welding machine to be set for 250 - 280 amps. 26-32
volts.
c. When the root run has been completed, the gear is removed from the press
and moved aside. Inspect, to be sure that it is free of any visible defects.
A total of three to four gears can be accumulated in this manner before
filler pass welding is done.
I. FILLER PASS WELDING
a. The accumulated root run welded gears are placed side by side on a
holding table, which is either flat or slightly tilted up to permit down
hand welding of the filler pass.
b. Use MIG welding with the same wire as used in the root run. 100%
CO2 shielding gas is used in the fill pass. The wire feed is 2300mm-
3540mm (90-100 inches) per minute, at 250-280 Amp and 26-32
Volts.

HINDI CONTENT
c. Weld one side of each of the accumulated gears.

d. Turn each of the gears 90 degree and weld the second side of each
gear. Continue this process till all 4 sides have been welded. The
fill pass should leave a weld bead that protrudes just above the
housing surface.
e. All welds are to be ground flush. The finished gear assemblies
are then box gauged with Gage 27200 for dimensional acceptability.
J. PRE-SHORTENING & PAINTING
The assembled RF-361 draft gear must be pre-shortened to facilitate

installation into the yoke and draft pocket.
a. Place the gear under a 200 ton open gap press, position the pre-shortening
block (Drg. no 25658) on the shoes and apply a load. Compress the gear
until there is sufficient vertical clearance between the housing and wedge
lugs to insert standard powdered metal. Attach tap to 3 inserts (cube)
using taps lower inserts through openings.
b. Check the pre shortened length (using gauge 27207)
c. After pre-shortening the external surfaces of the draft gear is to be painted
with black or blue paint.
921. MAINTENANCE OF MARK-50 DRAFT GEAR

Note :- All the drawing no., part no. and gauge no. mentioned hereunder are as per
literature of M/s BESCO.
A. INSPECTION
a. The draft gear shall be inspected whenever wagons are coming in ROH
depot. The following instructions shall be followed to determine whether
draft gear is in normal released condition or in stuck condition.
b. A normally released draft gear would appear as shown in Fig 9.3, where the
follower plate is against the front lugs, the housing is against the rear lugs
and the components of the friction clutch are fully returned to their neutral
position. The internal spring forces in a normal fully released Mark 50 draft
gear will be from 7,000 kg to 10,000 kg.

HINDI CONTENT
1 12 11 10 8 7 9 13 6 4 3 5 2 14
Fig. 9.7: RELEASED DRAFT GEAR

1. HOUSING 8. CORNER SPRING SEAT
2. CENTRE WEDGE COMPLETE 9. RELEASE SPRING
3. WEDGE SHOE COMPLETE 10. INNER COIL SPRING
4. TAPERED STATIONARY PLATE 11. OUTER COIL SPRING
5. MOVABLE PLATE 12. CORNER COIL SPRING
6. OUTER STATIONARY PLATE 13. SHORTING DEVICE
7. SPRING SEAT 14. FOLLWER
c. It is possible for a slight gap to be seen at either the front or rear draft lugs
when the draft gear is in a normal fully released position, e.g. in an enlarged
draft gear pocket.

HINDI CONTENT
B. REMOVAL OF DRAFT GEAR FROM WAGON POCKET
When a draft gear with follower plate is installed into the pocket of a
wagon, it has ample initial spring load to provide a tight fit into the draft gear
pocket. While removing the draft gear from the wagon pocket, it is necessary
to compress the draft gear approximately 6.35 mm (1/4”). In order to clear the
front and rear stops, a suitable device can be used to compress the draft gear so
that the draft gear and Yoke assembly may be free to be lowered from the
wagon.
a. NORMAL CONDITION
I. Remove yoke pin support. Drop yoke pin down and draw
coupler out of wagon.
II. Place suitable lifting/lowering jack under yoke support plate.
Holding yoke support in position with centre-sill, cut and take
out rivets.
III. Insert nut (Ref: RDSO manual G 80) in the yoke pin hole.
Apply screw from the mouth and compress by rotating screw
by means of wrench so that the draft gear with follower is clear
of the pocket length by about 6 to 8 mm.
IV. Lower support at yoke support plate and take out yoke with
draft gear and screw.
V. Unscrew and remove nut. Now draft gear, follower is loose in
yoke and they can be taken out separately.
b. FOLLOWER BROKEN
A broken follower will remain within pocket only if it is

cracked at centre and split in two at centre vertically or horizontally.
If cracked but not split, follow procedure as in 23.3.1 above.

When cracked and split jerk by hammer or by pulling yoke forward to
loosen the follower in the pocket.
c. PARTIALLY STUCK GEAR
In a partially stuck draft gear, the draft gear is loose in the

pocket and the draft gear travel will be less than 82.55 mm (3-1/4”) .
d. FULLY STUCK DRAFT GEAR
A fully stuck draft gear is one where the components of the

friction clutch are jammed and flush with the open end of the housing.
A large gap would appear at the front or rear stops or at both stops.

HINDI CONTENT
The internal spring forces between 11,000 kg and 23,000 kg
would propel the friction parts outward if the gear was to suddenly
release.
e. REMOVAL OF STUCK OR DAMAGED DRAFT GEAR
WARNING:
WEAR SAFETY EQUIPMENT INCLUDING HARD HAT,

SAFETYGLASSES, SAFETY SHOES, GLOVES AND BODY
PROTECTION
I. When follower is not missing

.
DO NOT STAND OR WORK DIRECTLY IN FRONT OF
COUPLER
i. First move another wagon against the couple, forcing

follower and draft gear against rear stops. Do not
remove the yoke support plate. Securely weld draft
gear housing and follower.
ii. Cut gear housing in spring area to expose coil springs
and cut each coil of every spring to eliminate the
compressive force or the springs.
II. Where yoke is broken and follower is missing
i. First move another wagon against coupler forcing draft

towards the stops as for as possible.
ii. Remove a section of the yoke straps with the torch to
permit installation of a follower and bracket
IMPORTANT: The follower with the bracket must be installed

with a lift table or fork truck to eliminate any one putting
their hands near the open end of this stuck draft gear.
Once fitted into place,
i. Securely weld the bracket to the draft gear housing.

ii. Remove coupler.
iii. Position lift table or other lowering means under
the support plate, yoke and draft gear.
iv. Remove rivets from yoke support plate. Slowly lower
down the assembly unit on the ground.
v. Scrap draft gear, yoke and follower.

HINDI CONTENT
C. REMOVAL OF STUCK DRAFT GEAR SO AS TO REUSE
In case it is desired not to gas cut and scrap stuck draft gear as above, the
following procedure may be adopted:-
a. Place the stuck draft gear in front of a wall or 50 to 75 mm facing another

working draft gear with follower. Force compressed air to clean any dust
or mud from draft gear.
b. Give sledge hammer blows with 8-10 kg hammer on the top front, side
fronts, edges and rear wall. The inside components will be forced out. Re-
examine this draft gear for any broken or unserviceable part. Re-use or
reclaim the draft gear for use.
D. INSPECTION OF MARK-50 DRAFT GEAR FOR RECONDITIONING
Mark-50 draft gears have a built in wear life gauge. This is known as
"plate clearance" and can be observed by looking up at the gear while it is in
the wagon When the draft gear is out of the wagon a straight edge can be
placed on the centre wedge of draft gear. Both movable plates should be
driven or forced down until solid before measurement is made. The plate
clearance is an indicator of the total surface wear of the friction components.
When the plate clearance reduces to zero, the draft gear loses its
effectiveness to cushion. Once the draft gear reaches this stage, some of the
parts will start wearing on the housing and cause considerable damage,
rendering it impossible to recondition. Cardwell recommended that Mark-50
draft gear should be inspected whenever wagon is in shop or under repair or
when the draft gears are removed from the wagon.
E. SUMMARIZED GUIDE TO DISMANTLE MARK-50 DRAFT GEAR
■ A press of 40 tonnes is required.

■ Press down with fixture D and insert the two pins.
■ Remove movable plate one side.
■ Remove wedge shoe same side.
■ Remove movable plate other side.
■ Remove wedge, shoe other side.
■ Turn and remove centre wedge.
■ Remove release spring.
■ Remove both tapered stationary plates.
■ Remove both outer stationary plates.
■ Apply fixture C and press to remove pins.
■ Remove spring seat.
■ Remove all coil springs and corner spring seats.
■ Reverse procedure for assembly.

HINDI CONTENT
F. List of Gauges For Mk-50 Draft Gear
a. Housing Gauges For Initial Inspection

I. Housing reconditioned gauge No. BE-91/62-2 (No-Go Gauge to check
minimum length of housing)
II. Housing reconditioned Gauge No. BE-91/62-1 (GO Gauge to check
maximum housing for Yoke and Sill clearance).
III. Housing reconditioned Gauge No. BE-92/62-6 (No GO Gauge to
check minimum housing wall thickness)
IV. Housing reconditioned bottom flatness check
b. Housing Weld Repair Gauges
I. Reconditioned gauge No. BE-91/62-5 (No-Go Gauge to check to
centre wedge stop area)
II. Reconditioned gauge No. BE-91/62-3 (Go, No-Go Gauge to check
movable plate area)
III. Reconditioned gauge No. BE-91/62-4 & 5 (Go, No-Go Gauge to check
on the wedge area)
IV. Centre wedge gauging gauge No. BE-91/61-1
V. Spring seat gauging gauge No. BE-91/61-5
VI. Gauging centre wedge and spring seat for sorting gauge No. BE-
91/72-1.
VII. Tapered stationary plate gauge No. BE-91/61-4
VIII. Outer stationary plate gauge No. BE-91/61-3
IX. Wedge shoe gauge No.BE-91/61-2.
X. Gauging springs inner coil, corner coil & release gauge No. BE-91/61-
7&8
XI. Outer coil gauge No. BE-91/61-6
XII. Corner spring seat reclamation.
XIII. Movable plate gauging gauge No. BE-91/61-10
922. M.G. BUFFING AND DRAW GEAR

A sketch of a MG Buffing and Draw gear is given at Fig 9.4. Unlike the
conventional BG buffing and draw gear comprising of two separate sub-
assemblies, a centre buffer coupler with combined functions of buffing as well as
taking the draw load is provided on MG.
280
1135 280
Fig. 9.8 : MG BUFFING & DRAW GEAR

HINDI CONTENT
MG buffer height
Empty 585 max

Loaded 535 min
To enable the coupling of two wagons on one end, a buffer with hook is
provided while at the other end, a buffer, yoke and a screw coupling arrangement
is provided. This is a very important sub-assembly linking all the goods wagons
and transmitting the tractive effort through the draw bars, it also absorbs the
jerks occurring during running and shunting. Hence proper repair as well as
inspection and maintenance on line is very important. The parts which
constitute these sub-assemblies are as under:-
A. HOOK
The bite of the hook is very important as any excessive wear at

this point can result in train parting. When these hooks are taken out at
the time of POH in the workshops, the wear on the bite is made good . The
radius and the distance from the hook bolt hole to the bite are corrected.
This is a drop stamp item manufactured from class IV steel to IS:1875
& IRS R-12. These hooks after repairs, are normalized and tensile tested
before use. The test is carried out at 24.5 tonne.
B. HOOK HEAD
This is a cast steel item and develops the following defects:-
a. The hook head face thickness is reduced due to the constant wear.
b. The head cracks at the corner of the face are sometimes even below the
Ù'. As per IRCA Rule Nos.4.10.3 any crack below the Ù' is rejectable
defect.
C. HOOK BOLT
This is forged on a bolt forging machine to provide hexagonal head

and at the end threads are provided to take the hook bolt and nut and there
is a provision for a rivet/split pin hole as a securing arrangement. This item
is manufactured from class IV steel to IS:1875 or IRS M4 & R.12.
D. DRAW BAR
a. This is the most important component in the sub-assembly as any

failure of this item leads to train parting. This item is manufactured
out of class IV steel IS:1875 & IRS R-12. The Draw bar has a rated
capacity of 16.3 tonnes and is tested to a proof load of 24.5 tonnes

HINDI CONTENT
b. The subject of high incidence of train parting on MG due to breakage

of the draw bars to Drg. No. W/BD-651 was discussed in the 47th
C.W.S.C. meeting. The committee recommended that existing drawbar
when these need replacement be replaced by modified drawbar as
shown in RDSO Sk-72543. This was approved by Railway Board and
standard drawings for modified draw bar No. W/BD-418 and nut to
Drg. No. W/BD-419 were issued in 1974. The main feature of the
modification is that the dia of the threaded portion has been
increased from M 52 to M 60.
c. The draw bars are provided with nut and split cotter as an additional
fastening device. However, for old draw bars a split pin is also
permissible as an alternative security fastening when a check nut is
used. This is in terms of IRCA Part III Rule No. 4.10.12.
d. At the time of train examination, Junior Engineer (C&W) and his
staff should check that these nuts are properly tightened and the
cotter is in position as and properly split to ensure that no train
parting takes place on this account.
e. As an anti-pilferage measure, a spot weld is provided between the
split end of the cotter to make its removal difficult as well as to
prevent dropping down during service.
f. The continuous pull and push loads result in rubbing against the head-
stock due to which the outer and inner buffer casings, draw bars gets
worn out in service.
g. To reclaim such draw bars, Railway Workshops should follow
the process sheet issued by RDSO vide their letter No. MW/CBC,
dated 23/28-6-1977.
h. Draw bar Pivot Pin: This is manufactured out of class IV steel IS:1875
or IRS M-4 & R-12. Since these pins have to bear all the buffing
draw and shock loads in service in addition to wear, these are renewed
at the time of POH. The pins are secured by a cotter and a spot
weld between the split ends.
i. Springs: Helical spring are provided one each for draft and
buffing, one outside the head stock and other inside the head stock.
These springs are heated and brought to the original free height and
hardened during POH to give the required load characteristic and the
free height for which they are designed. The inner coil spring is
provided with a collared bush before fitting the draw bar nut and the
cotter.
j. At the time of train examination, Junior Engineer (C&W) or his staff
should see that:-
■ These springs are not broken
■ They have not lost their free height or become dead
■ They have not lost their spring action which will be apparent
from the looseness of the buffer

HINDI CONTENT
E. YOKE END
In the yoke end, all other items i.e. draw bar, draw bar nut, draft
and buffing springs, draw bar pin and the buffer head (only the
design is modified to take screw coupling arrangement instead of
a hook) are the same as in the hook head.
F. Block
This item enables the tight coupling of the two vehicles

and is manufactured out of class IV steel of a tensile strength of
118 - 134 Kgs/mm2 ( & Spec. R-12) and is a drop stamp item.
Normally, this is a trouble free item.
G. Link
This item is either of cast steel or fabricated out of

mild steel plates with a spacer bush operated together. The
function of this item is to link the block and the yoke in the
screw coupling sub-assembly.
H. Yoke
This item is a steel casting which acts as a fulcrum and is

held in the yoke head by a pin. As an anti- pilferage measure, the
following two alternative methods have been devised for adequate
fastening.
■ Providing 8 mm riveting to be bent over.

■ Welding of the mild steel washer and the spilt pin.
I. Screw
This is drop stamp item made out of the class IV steel

IS:1875 & R-12. The central portion has a hole to take other
screw coupling handle with two knobs at the ends.
Since the proper functioning of this sub-assembly has to

be ensured for the safe running of the trains, RDSO has laid down
the shop issue sizes and condemning size for various components
which have to be followed at the time of POH as given in Table 9.1.

HINDI CONTENT
Table 9.1
SHOP ISSUE & CONDEMNING SIZES FOR MG COUPLER COMPONENTS
---------------------------------------------------------------------------------------------------
Component Nominal Shop Condemning
size in Issuing size
mm in mm in mm
----------------------------------------------------------------------------------------------------
1. WA/BD-27 Hook end
Hook Head W/BD-659
Buffer face 176.5 175 173.5
Hook bolt hole 41 41.8 42.5
Hook WA/BD-640
Hook-Bite 334.5 336.0 337.5
Hook bolt hole 41 41.8 42.5
Hook bolt W/BD-649 40 39.2 38.6
2. WA/BD 28-YOKE END
Hook head W/BD-658 258.5 257 255.5
Yoke Pin hole 29 29.8 30.5
3. Coupling Block W/BD-643
Block face 73 71.5 70.5
Link pin hole 26 26.8 27.5
4. Yoke WA/BD-642
Yoke pin hole 29 29.8 30.5
Yoke nut hole 64 64.8 65.5
5. Coupling link W/BD-642
6. Link pins W/BD-648
Pin 25 24.2 23.5
Pin 25 24.2 23.5
7. Yoke pin W/BD-646 28 27.2 26.5
8. Yoke Nut W/BD-647 63 62.2 61.5
-------------------------------------------------------- -------------------------------------
923. REPAIR AND MAINTENANCE IN SICKLINE & ROH DEPOT

A) Ensure that the draw bars and their components are free from defects. Special
attention should be paid to draw bar assembly to prevent excessive play.
B) Repair to draw bars, screw coupling and their component are prohibited in
sick lines as they are not equipped with normalizing facilities. Use of non-
standard material such as shackles and pins manufactured locally in sick lines
should be strictly avoided.
C) Screw couplings must be so tightened that the gap between buffers is not left.
Buffer projection to be maintained as given in para 904.

HINDI CONTENT
D) Screw couplings must be oiled and greased.
E) Correct type and size of draw bar springs, sufficient plain washers of 13 mm
thickness after the spring and inside the nut to be provided, sufficiently
clearing the cotter slot. The correct size of cotter should be used, properly
splitting the same to avoid slackening.
F) It must be ensured that the Ù' shape securing pins of the draft key is fitted and
bent correctly ensuring that this pin is in proper position.
G) IRCA Part III (2000) Rule No. 4.9 for BG stock and Rule No. 4.10 for MG
stock should be followed.
H) In case of CBC on BOX/BCX/BOXN/BCN etc., staff must carefully check the

clearance between the lock lift lever and the bottom of the CBC casting. If the
clearance is less than 19 mm, it indicates improper locking of CBC which may
cause a train parting.
I) In order to satisfy that the CBC knuckles are correctly engaged and locked, the
same should be checked by operating the lever handle ensuring that the lock
lever falls automatically by its own weight.
J) Maintenance of draw gear to be done as given in para 909.
K) The staff in maintenance depots should strictly follow repair practices

embodied in IRCA Part III (2000) Rule No. 2.14.
L) The condition of wear in the knuckle, guard arm and other concerned
components affecting the coupler head opening in closed position should be
checked with Gauge No. 1, 2 and 3 as given in G-80 and corrective action to
be taken as indicated therein.
M) Check that there is free movement and articulation at the joints between the
various components of rotary lock lifting gear. They are sometimes wrongly
welded at the joints which makes them rigid. In such cases, welding to be cut
out and proper riveting with proper clearance to be done to ensure free
articulation.
924. REPAIR AND MAINTENANCE IN WORKSHOP DURING POH
A) Drawbar of all stock coming to workshops for repairs must be invariably

examined for wear on the hole, neck shank and screwed portion for cracks.
Unless drawbar can be rectified to the correct sizes, they should not be used.
B) All drawbars must be stress relieved and subjected to the specified proof load
test. Meticulous care should be taken to ensure proper heat treatment in all
cases.

HINDI CONTENT
C) Screw couplings should be stress relieved and tested to the specified proof
load test.
D) Draw bar springs should be thoroughly inspected and changed, if found

distorted or damaged. Steel springs to be given a deflection test.
E) All draw bars manufactured by shops should be stamped with the shop code
initials, date, month and year for easy identification and reference in case of
failures.
F) IRCA Pt. III (2000) Rule No. 2.13 should be followed for buffing gear repair.
G) The shop repair practices for various components of the sub-assembly to be

followed as given in para 903.
H) Buffer projection from the head-stock on broad gauge wagons should be

within limits as mentioned in para 904.
I) For reclamation of the sub assemblies, the procedure given in para 907, 908 &
909 to be followed.
J) Inspection of CBC to be done as given in para 913.
Note: There are two maintenance publications i.e. G-76 for lines staff and G 80 for
workshop staff issued by RDSO on “Inspection and Maintenance of Centre
Buffer Couplers BG stock”. For Alliance No. 2 CBC, RDSO has issue G 62 for
inspection and maintenance by Train Examining and Workshop staff.

HINDI CONTENT
VENDOR LIST
(as on 31.10.2000)
(CENTRE BUFFER COUPLER)
1. HIGH TENSILE CBC COUPLER & ITS COMPONENTS FOR FREIGHT
STOCK (SPEC-48-BD-94)
1. BESCO Ltd.
7B &C Poonam, 5/2 Russel Street, Calcutta-700001
2. Bhilai Engg. Corp. Ltd.
PostBox No. 31, Industrial Area, Hathkhoj Village, Bhilai-490001
3. Braithwaite & Co.Ltd.
Angus works, P.O. Angus Distt-Hoogly-712221
4. Burn Standard Co. Ltd.
Nityadhan Mukharjee Road, Howrah-711101
5. Datre Corporation Ltd.
Falta industrial growth centre, sector 3rd South, 24 Pargana-743504 (WB)
6. Hindustan Development Corp. Ltd.
27, Sir R.N. Mukharjee Road, Calcutta-700002
7. Mukand Ltd.
Lal Bahadur Shashtri Marg, Kurla, Mummbai-400070
8. Orient Steel Industries Ltd.
2, Brabourne Road, Calcutta-700001
9. Renuka Industries Ltd.
Plot No. 17, Sector III, Sagore, Pithanm pur, Distt. Dhar M.P.
10. Texmaco Ltd.
Belgharia , 24 Paragana, Calcutta-700 056
11. Titagarh Industries Ltd.
113, Park Street, Calcutta-700 016.
2. HIGH TENSILE CBC COUPLER & ITS COMPONENTS FOR LOCOMOTIVE
(SPEC-56-BD-96)
1. BESCO Ltd.
3. Hindustan Development Corp. Ltd.
27, Sir R.N. Mukharjee Road, Calcutta-700002
4. Mukand Ltd.
5. Orient Steel Industries Ltd.
2, Brabourne Road, Calcutta-700001
7. Texmaco Ltd.
Belgharia , 24 Paragana, Calcutta-700 056
HINDI CONTENT
3. ALLIANCE II COUPLER & ITS COMPONENTS (SPEC-24-BD-79)
1. BESCO Ltd.
3. Mukand Ltd.
4. HIGH CAPACITY DRAFT GEAR (SPEC-49-BD-94)
1. BESCO Ltd. MK 50
7B &C Poonam, 5/2 Russel Street, Caedwell design
Calcutta-700001
2. Burn Standard Co. Ltd. RF-361
Nityadhan Mukharjee Road, Miner design
Howrah-711101
3. Hindustan Development Corp. Ltd. RF-361
27, Sir R.N. Mukharjee Road, Miner design
Calcutta-700002
4. Mukand Ltd. MK 50
Lal Bahadur Shashtri Marg, Kurla, Caedwell design
Mummbai-400070
5. Titagarh Industries Ltd. RF-361
113, Park Street, Calcutta-700 016. Miner design
5. MG ENHANCED AND ABC COUPLER
1. BESCO Ltd.
6. TOP LOCK LIFT HOLE CAP (SPEC 48-BD-94)
1. Annpurna Engg. Works,

89/1, Deshprn, Sasmai Road, Howrah-711 101
2. Comet Technocom (P) Ltd.
37, Bhagwan Ganguly Lane, 3rd floor, Howrah-1

HINDI CONTENT
3. Decon India,
9 Duffer Street, Liluah, Howrah-4
4. Krishna Engg. Works,
57/9, Q Road, Netajigarh, (Belgachia) Howrah
5. Nirmal Engg. Works
26/1, Benaras Road, Salkia, Howrah-711 106
6. Raj Iron & Steel Company,
1A&3, Raghav Koley Lane, Bamungachi, Hawrah-6
7. Shiv Engg. Woprks,
64/4, G.T. Road, Liluah, Howrah
7. KNUCKLE PIN WITH WASHER (SPEC 48-BD-94)
1. Anand Sales Corporation

6 Poonamchand Bagaria Belly, Howrah-711005
4. Cosmic Engineers,
2, Duffer Road, Liluah, Howrah-711202
5. Eastern Engineering Industries,
40 E road Belgachia Post Dasnagar, Howrah 711105
6. Industrial Corporation,
Ghoshpara, Baltipuri, Howrah
7. Kaypee Industries
D 108 Phase V, Focal Point, Ludhiana-141010
9. Laha Engg. Works,
157, Mahendra Bhattachaarjee Road, Santragachi, Howrah- 711 104
10. Lal Baba Industrial Corporation
78, Lalababu Shir Road, Belur, Howrah- 711 202
11. Melbro Engineering Works Pvt.Ltd.,
1/1, “X” Road, Belgachia, Howrah
8. YOKE PIN (SPEC 48-BD-94)
1. Anand Sales Corporation

6 Poonamchand Bagaria Belly, Howrah-711005

HINDI CONTENT
4. Cosmic Engineers,
2, Duffer Road, Liluah, Howrah-711202
5. Eastern Engineering Industries,
40 E road Belgachia Post Dasnagar, Howrah 711105
6. Excel Entreprises,
220 A, Naskapara Road, Ghusuri, Howrah
7. Industrial Corporation,
Ghoshpara, Baltipuri, Howrah
9. Laha Engg. Works,
157, Mahendra Bhattachaarjee Road, Santragachi, Howrah- 711 104
11. Melbro Engineering Works Pvt.Ltd.,
1/1, “X” Road, Belgachia, Howrah
12. N.F. Forging Pvt. Ltd.,
72, Lalbabu Shiv Road, Brlur, Howrah- 711 202
13. Pranay Engg. Co. Ltd.,
19, R.N. Mukharjee Raod , Calcutta-1
14. SBS Forging Pvt. Ltd.,
GI-140 to 143, Industrial Area, Behror, Phase –I ALWAR (Rajsthan)
9. KNUCKLE THROWER (SPEC 48-BD-94)
1. Amar Forging Pvt. Ltd.,

56-C, Industrial Area, Bammore, Distt Morena- 476444

423 305
61.91
IROO 265 MANUFACTURER'S INITIALS
101.6
15
+0.05
20
BORE 95.25 -0.8
15
242.88 60.33 INSPECTOR'S
4 E
HT
31.75
APPROVAL STAMP
14.3
20
15
1 33.
8R AAR NO. 10A
-1.6
+3.2
HT
3 5R
E 1 5 .8
IR
76. 2 CONTOUR
R
MANUFACTURER'S
165.1
38.1
203.2
3.2 34.9R 20
INITIALS (DEPRESSED)
60.33
95.25
20
2.25

25.4R
14.3
O
31.75
Fig. 9.9 : Coupler

558.5±3.2
Fig. 9.11 : Lock Lifter
(DEPRESSED)
OI R
12.7
Fig. 9.12 : Lock Piece

MANUFACTURER'S INITIALS
CHAPTER 9-DRAW AND BUFFING GEAR
DATE CAST WITH MONTH
MANUFACTURER'S
IN DEPRESSED PANEL
& YEAR (LAST TWO DIGITS)
MANUFACTURER'S INITIAL ON THIS

SIDE DATE CAST WITH MONTH & YEAR
HINDI
LAST TWO DIGITS) ON OPPOSITE SIDE

MANUFACTURER'S
INITIALS.
12 88.9 740.57 BORE TO THIS DIMENSION 123.03
12 1 20
5
28.58
30.16
NO GO
27.38
HTE
CONTENT
20
177.8
20
234.95
GO 176.21
Fig. 9.10 : Yoke

GO 295.28
GO 298.45
292.1
MARKING ON CBC (MANUFACTURERS INITIAL)
HTE
NO GO
27.38
1.59
30.16
28.58
Fig. 9.13 : Knuckle

Manufacture
Month & Year Of
Name in Short
Manufacturer's
Page 45 of 46
HINDI CONTENT
RAISED IN
DEPRESSED
PANEL
IR
6
12
TRADE
MARK
MONTH &
3
YEAR OF
MANUFACTURE
TRADE MARK
SERIAL NO.
HTE
IR
MANUFACTURER'S
INITALS
39.60
166.28
97.63
IR
111.13
MANUFACTURER'S INITIALS
158.75
IR
S.No. Manufacturer's Name In Short

1 Burn Standard Company Ltd. BURN
2 Bhartia Electric Steel Company Ltd. BESCO
3 Bhilai Engineering Corporation Ltd. BECO
4 Hindustan Development Corp. Ltd. HDC
5 Mukand Ltd. MUKUND
6. Orient Steel Industries Ltd. Orient
7. Sri Ranga Alloys Ltd. Ranga
8. Titagarh Industries ltd. TITA
9. Texmaco Ltd. TEXMA
10 Datre Corporation Ltd. DCL
11 Raneka Industries Ltd. RIL
12. Braithwate & Co. Ltd. BWT
Fig. 9.14 : Marking of Parts


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CHAPTER 9-DRAW AND BUFFING GEAR Page 1 of 46

DRAW AND BUFFING GEAR

902. CONVENTIONAL BUFFING GEAR

WAGON MAINTENANCE MANUAL

The main components of the buffing gear sub-assembly are as under:-

■ Plunger ■ Centre washer.

903. BUFFING GEAR REPAIRS

904. BUFFER PROJECTION

WAGON MAINTENANCE MANUAL

905. BUFFER HEIGHT

906. B.G. DRAW GEAR

The draw gear arrangement has to be of robust construction and adequately

The main components of BG conventional draw gear are as under:-

The parts of the screw coupling are as under:-

WAGON MAINTENANCE MANUAL

907. PROCEDURE FOR RECLAMATION OF B.G. DRAW BARS IN

For reconditioning by welding/stamping or forging, the maximum

(b) Shackle pin hole 6.35

(c) Underside of sq. portion of shank 12.7

(d) Cotter hole 12.7

For wear at: -

Location (a) Reconditioning should be done only by

Location (b) For reconditioning of shackle pin hole,

Location (c) and (d) Reconditioning should be done by

a. The worn out portions to be reclaimed should be ground or filed in

b. The draw bar should be uniformly preheated in a suitable furnace to a

c. Welding should be carried out in down-hand position following the

WAGON MAINTENANCE MANUAL

II. The number of layers to be deposited varies according to

III. Inter pass cleaning in case of multi-run deposits should be

WAGON MAINTENANCE MANUAL

e. Proof load Test- Each reconditioned draw hook shall be subjected to a

908. PROCEDURE FOR RECLAMATION OF B.G. SCREW

B. PROCEDURE OF RECONDITIONING SHACKLES OF SCREW

a. The worn out portions to be reclaimed should be ground or filed in

b. The job should be uniformly preheated to 200 deg. C to 250 deg. C

c. An approved brand of low hydrogen type of electrode classified under

I. The low/hydrogen type electrodes to be used should be heated

d. After welding, the shackle should be hardened heating to 840 - 860

e. The welded portion should be dressed smooth by filing / grinding.

WAGON MAINTENANCE MANUAL

f. While repairing transition coupling, it should be ensured that trunion

"Heat to hardening temperature of 840 - 860 deg. C soak at

909. MAINTENANCE OF DRAW GEARS DURING RE-PACKING

D) Use of non-standard material such as shackles and pins manufactured locally

E) Repair to drawbar, screw couplings and their components are prohibited in

G) When re-packing is done on M.G, the draw gears components should be

910. REPAIR & REJECTION RULES

WAGON MAINTENANCE MANUAL

911. CENTRE BUFFER COUPLER & DRAFT GEAR

912. PARTS OF CENTRE BUFFER COUPLER ASSEMBLY

WAGON MAINTENANCE MANUAL

FIG 9.1 : TRANSITION COUPLER

FIG 9.2 : NON-TRANSITION CBC

913. INSPECTION OF CBC

E) Inspection of couplers, whilst fitted to wagons, should be made to ensure

a. Check correct operation in order to ascertain that full knuckle throw,

WAGON MAINTENANCE MANUAL

f. Examine the operating mechanism. If defective or deficient, the