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Railtrain > Train Inspection > Flashcards

Train Inspection Flashcards

1
Q

“two pack” configuration

A

Wagons where 2 hoppers are connected in the middle by a solid drawbar

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2
Q

Benefits of Two pack configuration

A

saves on weight and additional braking gear by sharing the braking of both wagons through one triple valve and associated equipment

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3
Q

“Monocoque” configuration

A

wagons where the structural strength of the wagon is maintained by the overall wagon shape and unlike conventional wagons they do not have a solid underframe to support the wagon

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4
Q

Conventional Wagon

A

Consisting of a central load bearing frame, or two side frames, and a sill at each end.

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5
Q

The sill carries

A

a coupler and draft gear by which vehicles are couples together to form a train

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6
Q

Irrespective of the type of vehicle, items such as the following are fixed to the vehicle frame or body

A

Access ladders, steps, handrails, handbrakes, platforms

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7
Q

Bogies

A

The assemblies which carry the 4 wheels and 2 axles, which pivots beneath each end of the vehicle and on which the vehicle is carried

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8
Q

Three-piece bogies

A

consist of a central bolster, on which the from of the vehicle sits, and which separate and support the two side frames

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9
Q

Bolter

A

Rides on the springs in the side frame, providing the vehicle with its suspension

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10
Q

The side frames

A

ride on and separate the wheel and axle sets and maintains the geometry of the bogie

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11
Q

Underframe

A

the load-bearing structure that carries the majority of the weight, and draft forces on the vehicle

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12
Q

The underframe consists of

A

either a central spine or two side frames

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13
Q

Benefits of Monocoque construction

A

all of the draft forces and all of the weight of the vehicle is carried by the external skin. Often used on passenger cars to reduce weight and cost

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14
Q

End sill

A

the cross member that forms the ends of each vehicle. In conventional vehicles, there are two (one at each end)

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15
Q

The end sill carries important equipment, including

A

couplers, end steps, handrails, ladders, handbrakes, end cocks and air hoses

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16
Q

Draft gear

A

designed to absorb the draft and buff forces inflicted on the vehicle and transmit these forces to the vehicle, enabling it to be moved

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17
Q

Draft forces

A

Those which are inflicted to haul the vehicle in the direction of the leading coupler. Commonly known as lifting or stretching of the train.

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18
Q

Buff Forces

A

those that are inflicted to push the vehicle away from the knuckle at which the force is inflicted. These are referred to as “running in or bunching of the train”

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19
Q

Conventional Draft Gear Consists of

A

a draft pocket, a draft package, a draft yoke, a coupler assembly

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20
Q

Draft pocket

A

a reinforced fabricated box, within, and at the ends of the central frame into which the rest of the draft gear is installed

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21
Q

Draft package

A

absorbs many of the shocks inflicted on the vehicle, and usually consists of an assembly of rubber pads bonded to steel plates arranged like a multi-layered sandwich. Providing a certain amount of give to absorb most longitudinal shocks

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22
Q

Brackets in the draft pocket

A

restrain the ends of the draft package, fore and aft.

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23
Q

How are draft forces transmitted to the vehicle to move it?

A

as forces are transmitted to the draft package, it is forced forward/backwards but is unable to move due to the restraint provided by the brackets

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24
Q

Draft yoke

A

a cast steel loop that surrounds the draft package and transfers draft and buff forces from the couplet to the draft package. At the front, a large hardened steel pin allows the couplet to pivot from side to side

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25
Q

The coupler assembly consists of

A

the automatic coupler, its knuckle and pin, and knuckle locking mechanism, cast integral with a coupler shaft. Through the end of the coupler shaft, a large hardened pin links the coupler shaft with the draft yoke

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26
Q

Automatic couplers

A

devices fitted to both ends of all locomotives and vehicles so they can be coupled together

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27
Q

The “B” end of a vehicle is to be determined as follows

A

On two-packs, the hopper with the triple valve braking equipment on the inside end sill is designated the “B” end. The end with the Triple valve attached

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28
Q

Automatic Brake system

A

the Westinghouse system of air brake which one air pressure works against or in concert with another than will automatically apply if the pressure of compressed air in the controlling pipe is reduced by any cause

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29
Q

Auxillary Reservoir

A

a reservoir on each vehicle that contains a supply volume of compressed air, which is the source of air pressure used to fill the air brake cylinder and apply the brakes

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30
Q

The three functions the triple valve performs

A

CAR. Charges the brake pipe, Applies the brake, Releases the brake and causes the system to be recharged in readiness for another application

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31
Q

Brake pipe

A

connects the locomotive air brake equipment through the length of the train via flexible air brake hoses

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32
Q

A brake application is initiated by

A

making a reduction in brake pipe air pressure. The triple valve on each vehicle, which causes air to flow to the brake cylinders, detects this. The brake pistons in each brake cylinder act on rigging, and forces the brake blocks onto the wheels

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33
Q

The braking force produced is proportional to

A

the amount of the brake pipe pressure reduction made by the locomotive driver

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34
Q

The brakes are released by

A

admitting air from the loco’s main reservoir into the brake pipe. This is detected by the triple valve on each vehicle, which then causes air to discharge from the brake cylinders and release the brakes

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35
Q

At the same time the brakes are released

A

the auxiliary reservoirs are recharged with air from the brake pipe

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36
Q

A rupture of the brake pipe due to train parting or other incidents causes

A

an escape of air pressure from the brake pipe resulting in an immediate application of the brakes throughout the train

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37
Q

Even the simplest of air braked vehicles carry the following equipment

A

A brake pipe, end cocks, a branch pipe isolating Cock, a triple valve, an auxiliary reservoir, a release valve, a brake cylinder

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38
Q

Other air brake refinements that can be found

A

equipment to compensate for light/heavy loads, equipment to help maintain braking control of long downgrades, equipment to hasten the application and release of the brake

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39
Q

The charge position for brake operation

A

When the triple valve responds to an increase in brake pipe pressure by connecting the brake cylinder to brake exhaust and the brake pipe to the Auxiliary reservoir

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40
Q

The application position for brake operation

A

The triple valve has responded to a decrease in Brake pipe pressure by connecting the Auxiliary reservoir to the brake cylinder. The brake exhaust and the brake pipe to the auxiliary reservoir are closed off

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41
Q

The Release Position for Brake operation

A

the brake pipe has been recharged to 500kPa. The triple valve has responded to the increase in brake pipe pressure by connecting the brake cylinder to brake exhaust, and the brake pipe to the auxiliary reservoir

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42
Q

Load Compensating equipment

A

Equipment provided to better match the available braking effort to the mass of the vehicle. As the mass is increased, the available brake cylinder pressure, and thus braking power, is increased

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43
Q

Benefits of load compensating equipment

A

Allows the brake cylinder pressure to be maintained at a lower level when the wagon is empty, that provides sufficient braking power for the empty vehicle without the danger of the wheels being locked up under brakes

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44
Q

Brake Cylinders

A

can be found in different positions but they are all used to apply the brakes

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45
Q

When the brake piston is extended

A

it applies the brake by applying the brake block onto the wheel

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46
Q

The basic components of most handbrakes

A

Wheel, chain, ratchet, release lever, locking pawl, Housing

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47
Q

Process to apply handbrake

A

Wind in required direction, ensure locking mechanism engages, ensure chain does not snag or foul, check piston has been applied, check blocks are applied to the wheels, apply with air before using handbrake whenever possible

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48
Q

Process to release handbrake

A

lift release lever, ensure body is away from moving parts, On occasion AAR types may require winding a 1/4 turn in the opposite direction to release tension before operating release lever, check chain is fully released and not snagged (smiley face), check piston has retracted, ensure brake blocks are released off the wheels

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49
Q

In regards to handbrakes it is your responsibility to)

A

Ensure handbrakes are released prior to departure, utilise handbrakes if stabling wagons or conducting repairs

50
Q

Conventional Three-piece type Bogie

A

consist of two side frames (holding the springs and axles) and a cross member or bolster to which a centre casting and side bearers is fitted

51
Q

Friction wedges

A

control the vertical motion of the bolster in the side frames and act as a dampener to control the ride of the bogie by exerting sideways pressure between the bolster and the wear plates of the side frame opening in which the bolster can move vertically

52
Q

Purpose of a nest of coil springs in the side frames

A

provided to support the bolster in the side frames

53
Q

Inspection of springs should be made to ensure

A

that no coils are missing, displaced or broken. That coils aren’t touching with at lease 2mm clearance between coils

54
Q

How many springs can be broken on a wagon

A

only 1 can be broken or misplaced, but only under exceptional circumstances, and should never be allowed to leave a service facility in this condition

55
Q

The maximum allowable wear to friction wedges

A

A combined weight of 46-50mm protruding above the gib before green carding, if above 50mm the wagon must be red carded and removed from the train

56
Q

Brake gear support

A

The brake beams are supported by the side frames and are fitted into a slot (guide) or by means of a bracket and hanger. Either method allows for free movement of the brake beams

57
Q

Major contributing factor to improved performance of roller bearings

A

the ability of wagon inspectors and repair personnel to recognise damaged roller bearings and worn/damaged associated parts

58
Q

Common problem with “box” type axle bearings

A

the threaded plug on the front may dislodge, allowing for the possibility of contamination of the bearing.

59
Q

If a plug is found missing from a “box” type bearing

A

it must be red carded for the attention of maintenance personnel

60
Q

Package type bearing must be checked for

A

the presences of excessive loss of grease

61
Q

A bearing which is found to have a large quantity of grease on the outside of the bearing should

A

be green carded for inspection by maintenance personnel

62
Q

How to test bearing temperature

A

place back of a bear hand on the bottom of the bearing. If it cannot be kept there for more than a few seconds, it is running hot and should be red carded for inspection. May also smell like burnt grease

63
Q

Visually detectable defects inspection for bearings should include

A

check the axle end cap for missing lubricant fittings/plugs, check for loose and/or missing cap screws, ensure that all tabs for the locking plate are properly bent up against the flats of the cap screw heads, inspect for damage or wear to the end cap from a displaced (cocked) adapter

64
Q

Constant contact side bearers

A

pre-loaded to provide a designed amount of loading between the bogie and frame to provide superior bogie stability

65
Q

The maximum permissible speed of vehicles provided with constant contact side bearers

A

may be as high as 110km/h

66
Q

How does an automatic coupler work?

A

The coupler uses a pivoting knuckle and an internal locking mechanism that automatically locks when the knuckle is pushed closed

67
Q

Coupler knuckles are designed to

A

take huge buff and draft forces, but are generally the weakest point in a wagons design and can be broken by poor train handling, careful inspection of the wear limits must be made to ensure that the train’s integrity is maintained

68
Q

Coupler head

A

houses the Auto lifter and locking block assembly and holds the knuckle

69
Q

Shank

A

Fits into the Yoke, joining the coupler head to the yoke. It is held in place by a pivot pin or key

70
Q

Tooth

A

guides the automatic couplers together when coupling

71
Q

Locking block

A

Moves up to allow the knuckling to open, move down to lock the knuckle

72
Q

Knuckle

A

Opens and Closes to allow coupling and uncoupling of vehicles

73
Q

Knuckle Pin

A

Allows the knuckle to pivot so it can open and close, also holds the knuckle in place when it is opened

74
Q

Auto Lift Pin

A

attaches the uncoupling rod to the locking block and releases the knuckle when the lever is operated. This may be mounted on either the top or bottom of the coupler

75
Q

Describe the Knuckle Service limits

A

A condemnation indicator is located on the top surface of the coupler knuckle. If the draft and buff surfaces of the knuckle are worn to such extent that the condemnation indicator is reached, the knuckle has reached the end of its service life and must be replaced

76
Q

What must be paid attention to with couplet knuckle pins?

A

They must protude from the bottom of the coupler head. Any broken knuckle pins must be replaced

77
Q

Wagons fitted with rotary type couplers, MUST have the split pin in place to ensure

A

that the knuckle pin does not fall out when the wagon is inverted during unloading at a rotary tippler

78
Q

Components of a coupler knuckle

A

knuckle pin, centre line, locking block, lift pin, hole for knuckle pin, limiting lug

79
Q

Procedure to replace a coupler knuckle

A

Confirm/establish 3 step protection, ensure the coupler locking block is in the raised position, while firmly supporting the knuckle roll the knuckle into the coupler head inclining it slightly upwards to clear the limiting lug in a clockwise arc, replace the knuckle pin, replace the knuckle pin safety split pin (and spring where fitted)

80
Q

Procedure for replacing air hoses

A

Obtain a replacement hose of the correct thread size, seek and establish end ECP protection, ensure end cocks are closed, uncouple air hoses, using correctly set Stillson loosen the hose in an anti-clockwise direction, remove the hose by hand when able, insert a replacement hose into the end cock fitting, tighten as far as possible by hand, using stilsons tighten only as far as necessary to align the coupling head for ease of coupling

81
Q

Describe brake block limits

A

measured on the outside facing surface at the thinnest end in line with the toe (end) of the brake head. Condemning thickness is generally 12.5mm for composition blocks

82
Q

Procedure for changing brake blocks

A

Observe all applicable safety rules and regulations, wear appropriate personal protective equipment

83
Q

Procedure for removing brake blocks

A

Obtain end ECP protection if wagon is attached to a locomotive, disconnect air from wagon and bleed air from reservoir, disconnect ECP cable, Drain air from system using air release lever, select correct tools, using chisel bar lever brake block away from wheel, remove brake block spear using chisel bar, remove brake block by hand and discard

84
Q

Procedure to replace brake blocks

A

select correct brake block for wagon, place brake block in correct position on brake head with number facing out, fit brake block spear through brake head making sure it passes through eye on brake block, tap brake block spear using hammer to make sure it is secure, do not tap brake block spear too hard

85
Q

Describe modern wheels

A

disc types with integral tyres, tyre and wheel are made as one unit

86
Q

The wheel centre comprises of

A

the rim, spokes or disc, boss and wheel seat through which the axle is fitted

87
Q

A wheel set consist of

A

an axle and two rigidly pressed on wheels.

88
Q

List possible wheel defects

A

Skidded (flat spotted), Scaled (build up on wheels), Spalled (Flaking from tread), Cracked (thermal or fatigue), hollowed (sever wearing to profile

89
Q

Describe Skidded wheels

A

result from the wheel being locked up in motion, and sliding along the rail head, wearing the wheel tread flat at that point

90
Q

Severely skidded wheels can cause

A

rail breakage, axle bearing failure and possibly derailment

91
Q

Skidded wheels are condemned when

A

the single skidded flat spot is in excess of 60mm in length, or two successive or adjoining flat spots of 40 to 60mm are together on the wheel tread

92
Q

Condemned skidded wheels are

A

not to travel, and need to be RED carded for attention. Grade 4 skids green card to destination and red card on arrival

93
Q

Skidded wheels are most often the result of

A

handbrakes that have not been released, or air brakes that have failed to release, due to mismanagement of the air brake

94
Q

Describe Scaled wheels

A

a build up of metallic material on the tread of the wheel

95
Q

Scale build up is usually a result of

A

sticking brakes which cause the wheel to slip on the track and heat the wheel to the point where the metal becomes molten and flows on the wheel tread surface. While molten, the metal mixes with brake dust and dirt then deposited back onto the tread, cooling in layers

96
Q

Scaled wheels will cause

A

excessive wear to the brake blocks, and may jam causing skidding wheels

97
Q

Describe spalling

A

arises when a piece of metal breaks loose from the wheel tread surface leaving a “crater”

98
Q

Spalling is caused by

A

thermal damage, skidding or overstressing at the wheel/rail interface. A combination of one or more factors such as excessive vertical loads, excessive braking, incorrect wheel hardness and/or poor track and excessive speed resulting in high impact stresses

99
Q

Spalling can cause

A

significant and detrimental brake block wear

100
Q

Thermal cracks are caused by

A

thermal cycling (repeated heating and cooling of the wheel tread material)

101
Q

Thermal cracks are generally caused by

A

dragging or sticking brakes, extended braking periods or overhanging brake blocks

102
Q

If thermal cracks are evident, the brake on the vehicle must be

A

brake isolated and green carded for inspection

103
Q

Describe Thermal cracks

A

generally run across the wheel tread

104
Q

Describe fatigue cracks

A

generally caused by a manufacturing fauls and readily identified by a single crack

105
Q

If any severe cracking is found, that extends through the rim of a wheel, is must result in

A

the vehicle being detached and immediately red carded for urgent inspection

106
Q

Describe hollowed wheel tread

A

wearing on the flat tread face in a hollow due to the railhead being much smaller than the tread of the tyre

107
Q

The maximum allowed hollowing is

A

3mm measured by placing a flange guage across the tread face and using a rule to measure down

108
Q

If hollowed wheel tread is allowed to go beyond condemning limit, there is a danger of

A

the wheel flange striking track components such as fishplates, crossovers, points and rods

109
Q

Possible flange defects

A

too sharp/thin, too high, have developed an Arris

110
Q

Why is an arris a danger?

A

Possible it will strike the end of a points blade and either force the points open by “splitting” them or climbing over the blade and causing a derailment

111
Q

Describe an arris

A

a sharp edge on the “top” of the wheel flange on the leading face

112
Q

Types of Integrity inspections performed on trains

A

Brake function inspection, Mechanical condition, brake pipe continuity, roll-by inspection

113
Q

Describe a full inspection

A

conducted before a train departs from a commencing station. Consists of a full mechanical examination of the train and air brake test

114
Q

A full inspection must include

A

a brake pip leakage test, a continuity test, the compilation of a train inspection certificate

115
Q

Describe a full continuity test

A

conducted to ensure that the locomotive driver has full and continuous control over the brake pipe following its disruption. Conducted at the rear of the train and may involve the use of an end of train telemetry device (EOT)

116
Q

Describe a Modified Continuity test

A

conducted to ensure that the driver has continuous control over the brake pipe at the point to the read of that at which the brake pipe was disrupted. at the point of disruption for 3 vehicles

117
Q

Describe a Roll-by inspection

A

conducted at terminals, on arrive or departure and at crossing points en-route Consists of an in-motion inspection of the condition of the passing train

118
Q

A full inspection comprises of

A

an inspection of the operation of the brake and an inspection of the mechanical condition of the equipment on vehicles on the train

119
Q

Normally, a full train integrity inspection is conducted following

A

the completion of the marshalling of the train consist

120
Q

Duties of train Examiners

A

examine every vehicle, take appropriate action to effect repairs to vehicles, card vehicles for repairs if cannot be rectified, ensure wagons are not overloaded, report defects and damages to supervisor

121
Q

On satisfactory completion of the brake pipe leakage test, the loco driving must

A

advise the examiner to commence the train test and with the train brake applied, the examiner must, after placing his safety tag on the loco independent brake hand, request protection, remove the reverser handle from the locomotive and proceed along the train to check the train

Railtrain (13 decks)

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